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THE 


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COMPANY. 


PROSPECTUS,    REPORTS 


AND 


OTHER   DOCUMENTS. 


Beta  |)orh : 

E.  WELLS  SACKETT  &  BHO.,  HOOK,  .lOl?  AND  LAW  PRINTERS. 
Cor.  William  and  Pins  Struts. 

1S72. 


Pfficef^s    of    the    Company. 


MILTON  COURTPJGHT. 

JOHN  F.  TI^ACI^  DANIEL  DREW, 

SIDNEY  DILLON,  WM.  L.  SCOTT, 

WM.  A.  THOMSON,  JOHN  ROSS, 

O.  S.  CHAPMAN,  BENJ.  F.  HAM, 

MILTON  COURTRIGHT. 


IICOL  KINGSMILL. 
M.  H.  TAYLOR. 

F.  N.  FINNEY. 

iisiiiif  lilt  sst'SisissD, 

WM.  J.  McALPINE. 
CROOKS,  KINGSMILL  &  CATTANACH, 

Toronto,  Canada. 

CHARLES     TRACY, 

N'ew  "Vorlw  City. 


PROSPECTUS 


OF  THE 


CANADA  SOU^'ERN  RAILWAY 


COMPANY. 


The  object  of  the  promoters  of  the  Canada 
Southern  Railway  is  to  form  with  other  Roads 
a  cheap  line  of  traffic  between  Chicago  and 
New  York,  so  located  and  constructed  as  to 
reduce  the  cost  of  transporting  the  products  of 
the  interior  to  the  lowest  limit.  The  line 
adopted  by  this  Company  with  its  connections 
will  accomphsh  this  result,  being  practically 
level  and  straight  to  tide  water.  The  natural 
outlets  from  Chicago  and  the  Valley  of  the 
Mississippi  to  the  seaboard,  are  either  in  a 
southerly  direction  along  the  Valley  of  the 
Mississippi  to  the  Gulf,  or  in  an  easterly  direc- 
tion to  Lake  Erie ;  thence  along  its  borders  to 
its  eastern  terminus  at  Butfalo,  and  from  there 
following  the  plateau  that  extends  to  the  Mo- 
hawk, thence  to  tide  water  on  the  Hudson,  or 
by  a  hne  through  Canada  to  Hamilton,  at  the 


6 


head  of  Lake  Ontario,  and  thence  by  the  Lake 
and  the  St.  Lawrence  to  tide  water.  All  rail- 
ways from  Chicanjo  to  the  seaboard,  between 
this  plateau  and  the  Mississippi,  pass  over  for- 
midable mountain  ranges.  The  Erie  over  the 
Alleghanies  at  an  elevation  of  1,800  feet;  the 
Pennsvlvaiiia  at  an  elevation  of  2,200  feet :  the 
Baltimore  and  Ohio  at  an  elevation  of  2,(100 
feet,  and  the  Chesapeake  and  Ohio  at  an  eleva- 
tion of  2, 000  feet.  Upon  this  route  this  great 
mountain  range  falls  off  at  the  summit  of  the 
plateau  mentioned  into  a  plain  only  420  feet 
above  tide  water,  and  145  feet  below  the  level 
of  Lake  Erie. 


ROUTE. 

The  Canada  Southern  Railway  is  located 
through  the  southern  tier  of  counties  in  the 
Province  of  Ontario,  the  most  po])ulous  and 
fertile  agricultural  portion  of  the  Dominion  of 
Canada. 

Its  eastern  terminus  is  at  the  International 
Bridge,  now"  being  constructed  over  the  Niagara 
River  at  Buffalo,  and  its  western  termini  are  on 
the  Detroit  River  at  Amherstburg,  near  its 
mouth,  229  miles  from  the  International  Bi'idge, 
and  (by  the  branch)  at  Moore,  on  the  St.  Clair 
River,  (opposite  St.  Clair  in  Michigan,)  184  miles 
from  the  Bridge. 


CONNECTION  8. 

Its  eastern  connections  with  the  seaboard, 
will  be  by  the  existinii-  New  York  Central  and 
Brie  Railways :  the  Midland  Railway,  and  the 
Buttalo  and  Washington,  and  Pine  Creek  Rail- 
ways, now  in  the  course  of  construction,  which 
two  last-niv3ntioned,  in  connection  with  the 
Pennsylvaniji  road,  will  furnish  two  additional 
lines  to  New  York,  and  one  to  Philadelphia, 
Baltimore  and  Washington. 

Its  western  connections  with  Chicago,  will 
be  by  the  Chicago  and  Canada  Southern  Rail- 
way, from  o))posite  Aniherstburg,  as  well  as  by 
the  Peninsula  and  Midland,  and  the  Michigan 
Air-Line  Railways  from  St.  Clair,  all  of  which 
lines  are  now  under  construction. 

The  Railways  mentioned  will  make  four  dis- 
tinct  lines  from  the  eastern  terminus  of  the 
Canada  Southern  to  New  York,  and,  with  the 
Michigan  Southern  and  Central,  live  distinct 
Hues  from  its  western  termini  to  Chicago.  The 
Canada  Southern  will  thus  be  a  connecting  link 
between  great  systems  of  roads,  which  can  now 
su])ply  to  it,  at  either  end,  a  traffic  equal  to  its 
utmost  capacity.  To  connect  these  important 
systems  there  are  now  but  tAvo  existing  roads, 
viz.:  the  Lake  Shore  along  the  south  shore  of 
Lake  Erie,  and  the  (Ireat  Western  of  Canada, 
with  its  proposed  "Loop  Line"  from  (llencoe 
to  Canfield.     It  is  also  the  most  direct  link  in 


8 


the  line  of  communication  between  the  West 
and  tlie  New  England  States,  and  their  prin- 
cipal seaports. 

The  main  line  and  its  branch  are  located 
where  the  Detroit  and  St.  Clair  Rivers  may  bo 
crossed  to  the  best  advantage,  either  by  ferries 
or  by  bridging.  Ferry-boats  may  be  tempora- 
rily used,  but  public  convenience  will  demand, 
as  it  has  over  the  Mississippi,  that  bridges  over 
them  shall  be  built  as  soon  as  possible,  with  such 
provision  as  will  prevent  interference  with 
navigation. 

ALIGNMENT    AND    GRADES. 

Annexed  is  the  report  of  Mr.  F.  N.  Finney, 
chief  engineer,  in  which  will  be  found  in  detail 
the  lengths  of  the  main  line  and  the  St.  Clair 
branch,  the  proportion  of  the  straight  and 
curved  lines,  as  well  as  of  the  grades  and  dis- 
tances between  objective  points,  as  compared 
with  other  lines.  Also,  the  re])ort  of  the  Hon. 
Wm.  .1.  Mc Alpine,  consulting  engineer,  who  by 
his  scientific  knowledge  and  long  practical  ex- 
perience in  the  construction  and  management  of 
some  of  our  most  important  railways,  and  in  his 
official  connection  with  the  railwavs  and  canals 
of  the  State  of  New  York,  has  had  a  very 
extended  and  diversified  knowledge  of  the  trade 
and  commerce  of  the  country,  and  also  of  the 
cost  of  transport  as  affected  by  the  difference 


of  grades,  alignment,  etc.,  upon  railways,  and 
who  has  made  and  ])ul)lished  m>  •  y  comprehen- 
sive reports  u])on  these  subjects. 

He  has  carefully  examined  the  report  of  our 
chief  engineer  Mr.  Finney,  and  presents  the  ad- 
vantages which  this  line  possesses  in  regard  to 
its  position,  grades  and  aligimient. 

The  length  of  road  to  be  constructed  is  21)1 
miles,  of  which  IK)  per  cent,  is  straight,  with  no 
opposing  grade  exceeding  15  feet  per  mile,  and 
that  for  only  a  short  distance  in  any  one  place. 

The  distance  from  the  common  railway  center 
at  Buffalo,  by  the  main  line,  is  28  miles  less  to 
Toledo  than  by  the  Lake  Shore,  and  to  Adrian 
by  the  Chicago  and  (Janada  Southern  Railway, 
it  is  48  miles  less  than  bv  the  Lake  Shore. 

The  distance  by  the  main  line  and  the  Chi- 
cago and  Canada  Southern  Railways  to  Chicago, 
is  33  miles  less  than  by  the  proposed  "  Lo()p 
Line"  of  the  (rreat  Western  and  the  Michigan 
Central :  45  miles  less  than  by  the  Lake  Shore 
and  Michigan  Soutiiern  "  Air-Line,"  and  55 
miles  less  than  by  the  "Old  Line"  of  the  Mich- 
igan Southern. 

The  Chicago  and  ('anada  Southern  Railway 
is  the  closing  link  between  the  western  termiims 
of  the  main  line  of  the  Canada  Southern  Railwav 
and  Chicago.  The  maximum  grade  of  the  former, 
like  that  of  the  latter,  is  but  iifteen  feet  to  the 
mile,  with  an  alignment  nearly  as  favorable  as 
that  of  the  Canada  Southern. 


10 


None  of  the  existing-  lines  of  i-ailway  between 
Chicago  and  New  York,  have  been  located  and 
constructed  with  reference  to  cheap  transporta- 
tion. The  great  and  increasing  traffic  between 
these  points,  now  demands  a  line  of  railway 
which  will  atford  the  cheapest  transportation 
practicable.  With  a  few  changes  in  the  existing 
lines  of  railway  between  Buffalo  and  New  York, 
grades  of  not  exceeding  fifteen  feet  per  mile 
and  good  alignment,  can  be  obtained,  which  will 
make,  in  connection  with  the  Canada  Southern, 
and  the  Chicai>'o  and  Canada  Southern  Kailwavs, 
a  line  over  almost  a  level  plain,  the  entire  dis- 
tance from  Chicago  to  New  York. 

No  better  evidence  of  the  value  of  low 
grades  can  be  given  than  that  which  is  exem- 
plified by  the  experienced  managers  of  the 
Pennsylvania  Railway  Company, who  are  now  en- 
gaged in  providing  a  low  grade  line  for  freight, 
between  Pittsburgh  and  llarrisbui'gh.  by  which 
they  will  abandon  2.')()  miles  of  tlieir  present 
main  line  for  through  freight  trattic,  although 
it  will  increase  the  length  of  the  line  to  be  run, 
02  miles,  aiul  involve  the  actual  construction  of 
110  miles  of  a  new  and  expensive  road. 

Another  instance  is  that  of  the  lloosic  Tuimel, 
where  twelve  millions  of  dollars  will  be  ex- 
pended, mainly  to  reduce  the  grades  between 
the  Hudson  and  Connecticut  Rivers,  the  distance 
to  Boston  being  reduced  only  10  miles.  Similar 
changes  in  several  of  the  (ireat  Trunk  Lines  are 


11 


in  contemplation,  all  of  which  show  that  the 
attention  of  the  most  judicious  minds  of  railway 
managers  is  earnestly  directed  to  lessening  the 
cost  of  trans])ortation  by  reducing  grades. 

None  of  the  raihvays  between  Chicago  and 
New  York,  south  of  the  Lakes,  have  a  uni- 
form gauge.  A  gauge  of  four  feet  nine  to  four 
feet  nine  and  a  (juarter  inches,  intervenes  in  all 
of  them.  The  Canada  Southern,  with  its  con- 
nections east  and  west,  will  form  a  through  line, 
relieved  of  this  objectionable  feature,  having  a 
uniform  gauge  of  four  feet  eight  and  a  half 
inches,  (the  prevailing  gau^  of  the  country.) 
over  its  entire  length. 

Another  im])ortant  object  to  the  northern 
roads  connected  with  this  line,  will  be  effected 
by  the  construction  of  the  Canada  Southern. 
Heretofore  the  northern  lines,  when  in  close  com- 
])etition  for  traffic,  or  in  a  contest  for  speed,  have 
been  closelv  pressed  bv  the  more  southerly 
lines:  this  railway  will  change  the  ])Osition  of 
these  lines  in  that  respect,  in  favor  of  the  north- 
ern lines. 

The  advantage  which  the  (^anada  Southern 
])()ssesses  in  the  matter  of  routes  and  grades, 
find  its  importance  to  other  liiles  cannot  be 
better  illustrated  than  by  the  discussions  of 
the  shareholders  of  the  Great  Western  Rail- 
way Company,  at  a  meeting  held  in  London, 
England,  in  July  last,  called  to  consider  the 
building  of  the  "  Loop  Line"  from   Glencoe  to 


1^ 

Caufield,  extracts  of  which  will  be  found  hereto 
appended. 

These  gentlemen  who  expected  to  forestall 
the  construction  of  the  Canada  Southern  by 
building  the  ''  Loop,"  doubtless  took  an  intelli- 
gent and  comprehensive  view  of  their  position, 
as  it  was  evident  from  the  drift  of  their  re- 
marks, that  the  construction  of  the  ''  Loop/' 
was  not  deemed  advisable  for  their  interest  as 
a  project  by  itself,  and  was  only  urged  to  defeat 
tlie  Canada  Southern. 

The  value  and  importance  of  the  Canada 
Southern  Line  itself,  and  its  necessity  to  the 
other  great  Hues  in  which  we  were  interested, 
alone  controlled  the  question  of  its  construc- 
tion. 

If  the  Great  Western  Railway  Company  were 
warranted,  even  in  entertaining  the  idea  of  a 
''Loop  Line,"  ])arallel  with  their  own  railway, 
in  consideration  of  procuring  grades  of  thirty- 
five  feet  per  mile,  but  by  which  they  w^ould 
gain  nothing  substantially  in  distance,  wdiile 
the  business  which  it  would  get  would  be  prin- 
cipally taken  from  their  own  main  line,  these 
other  great  interests,  both  east  and  west,  would 
certainlv  be  ^^*arranted  in  buildiuii;  the  Canada 
Southern,  by  which  thev  would  save  from  fortv- 
five  to  fifty -five  miles  in  distance,  and  procure 
grades  of  15  feet,  which  are  as  much  better 
than  those  of  the  "  Loo]),"  as  the  latter  are 
superior  to  those  of  their  own  main  line,  while 


1^, 

we  will  lose  nothino^  by  diversion,  and  have  a 
line  which  is  seven  miles  shorter  than  the  (rrand 
Trunk  and  '  Loop  "  Lines  between  the  Inter- 
national Bridge  and  their  final  divei  ;ence  from 
our  line  near  St.  Thomas. 

Chicago  is  not  only  a  centering  point  for  the 
railwav  lines  from  the  eastward,  but  also  of 
those  extending  to  the  westward. 

Of  the  railways  diverging  west  from  Chicago, 
one  great  interest  is  under  the  same  controlling 
power  that  manages  the  Michigan  Central. 
This  management  is  now  extended  to  the  Great 
Western  of  Canada. 

To  have  left  the  monopoly  of  the  traffic  across 
the  Peninsula  of  Ontario  under  that  control 
alone,  must  have  been  regretted  by  every  other 
interest  both  in  and  out  of  Canada. 


TRAFFIC. 

The  managers  of  the  Great  Western,  whose 
railw\ay  passes  through  a  country  occupied 
verv  much  like  that  of  the  Canada  Southern, 
state  that  from  1805  to  ISfJO,  there  w^as  an  in- 
crease in  the  value  of  their  through  traffic,  from 
$500,000  to  $1,200,000;  "a  steady,  regular  in- 
"  crease  which  is  going  on  still,  notwithstanding 
"the  reduction  of  rates  and  fares  between  IS(;5 
"and  1861), "  of  one  hundred  and  thirty-six  per 
cent,  in  five  years;  or,  an  average  of  twenty- 


14 


seven  per  cent,  per  annuni.  The  gross  traffic 
recei})ts  for  the  half  year  ending  31st  July, 
1S7<),  were  $2,044,500,  of  which  the  local  traffic 
was  45  per  cent,  of  the  whole. 

Taking  the  tirst  half  of  1S70  as  a  basis,  the 
receipts  for  that  year  would  be  $4,000,000,  of 
whicli,  by  the  same  proportion.  Si, 800,000 
would  be  derived  from  the  local,  and  $2,200,000 
from  the  through  business. 

There  being  a  "steady  rejrular  increase"  be- 
tween  18()5  and  18G9  of  27  per  cent,  per  annum, 
it  is  a  low  estimate  to  assume,  that  by  the  time 
the  Canada  Southern  Railway  is  completed, 
(January  1st,  1873,)  the  business  of  the  Great 
Western  will  have  increased  at  least  25  per 
cent.,  (12^  per  cent,  per  annum,)  equal  to  an  ag- 
gregate amount  of  local  traffic  of  $2,250,000, 
and  of  through  traffic  of  $2,750,000. 

On  the  opening  of  the  Canada  Southern,  with 
its  further  development  of  the  large  agricultural 
})roducts  for  export,  as  well  as  those  from  the 
lumber  and  mineral  oil  districts,  which  have 
heretofore  been  destitute  of  railway  and  other 
facilities  of  transport,  an  additional  local  busi- 
ness may  reasonably  be  expected  of  at  least  25 
per  cent.,  nmking  for  both  roads  $2,800,000  of 
which  the  Canada  Southern,  when  fairly  in  ope- 
ration, will,  it  is  estimated,  secure  at  least  two 
fifths,  or  $1,120,000,  with  an  increasing  pro- 
portion every  year  thereafter  in  its  favor. 

It  may  be  added  that  a  large  traffic  will  be 


15 


derived  from  the  cxistino;  hranch  railways,  from 
London,  from  St.  Catharines,  from  the  two  roads 
which  extend  from  the  International  Bridge, 
through  Niagara  Falls,  and  from  the  Hamilton 

,  branch  now  constructing,  all  of  which,  exce])t 
the  London  branch,  terminate  on  Lake  Ontario, 
where  they  connect  with  the  steamers  running 
to  Toronto  and  through  the  Lake  and  the  St. 
Lawrence  to  Quebec,  and  to  all  of  the  impor- 
tant intermediate  places. 

The  Hamilton  branch  will  give  us  a  direct 
communication  by  rail  with  Toronto,  and  all 
other  points  north  and  east  of  Hamilton  to  which 
railways  have  or  may  be  extended.  By  this 
branch  from  Hamilton  to  Caledonia,  thence  by 
the  Grand  Trunk  to  its  intersection  with  the 
Canada  Southern,  and  bv  the  latter  to  the  In- 
ternational  Bridge,  Buffalo  and  the  railw^ays 
terminating  there  can  be  reached  in  about  the 
same  distance  from  Hamilton  as  by  the  Great 

.  Western,  thereby  giving  Hamilton  and  the 
country  tributary  thereto  a  competing  line  to 
and  from  the  East  as  well  as  the  West,  includ- 
ing the  Oil  Regions.  The  Hamilton  branch  is 
27  miles  in  length  from  Hamilton  to  its  inter- 
section with  the  Canada  Southern  Railway 
r)(Si  miles  west  of  the  International  Bridge, 
which  latter  point  is  42o  miles  from  Chicago, 
bringing  Chicago  within  4M)  miles  of  Hamilton, 
which  is  at  the  head  of  navigation  on  Lake 
Ontario. 


The  nearest  point  from  Chicag;o  at  which 
Lake  Ontario  can  be  reached  by  rail  ak)no-  the 
south  shoi-e  of  Lake  Erie,  is  over  5(50  miles. 

A  lari^e  throu<»'h  traffic  over  the  Canada  South- 
ern, will  be  derived  from  the  central  and  north- 
ern portions  of  Michigan,  tributary  to  the  St. 
Clair  branch.  The  rich  and  thickly  populated 
agricultural  regions  of  central  Michigan,  to- 
gether with  the  vast  quantity  of  pine  from  the 
northern  portion  of  the  State,  (already  pene- 
trated by  railways,)  can  find  no  outlet  to  an 
eastern  market  so  advantageous  as  over  the  St. 
Clair  branch. 

In  addition  to  this,  the  St.  Clair  branch  will 
obtain  from  the  Peninsula  and  Midland,  and 
the  Michigan  Air-Line  Raihvays,  not  only  the 
through  business  which  those  lines  will  derive 
from  Chicago,  but  also  their  own  local  business, 
and  very  much  of  that  which  will  be  carried 
by  the  other  lines,  which  they  will  intercept, 
and  to  which  this  branch  can  offer  a  shorter 
and  cheaper  line  eastward,  than  can  be  ob- 
tained by  any  other. 

From  these  sources,  it  is  believed  there  will 
be  derived  an  amount  at  least  equal  to  that 
above  estimated  for  the  local  traffic  in  Canada, 
or  $1,120,000. 

The  following  extract,  taken  from  the  Report 
of  the  Convention,  held  at  Saginaw,  in  1809,  of 
the  friends  of  a  line  to  connect  with  the  North- 
ern Pacific  Railroad,  from  the  St.  Clair  River 


n 


via  the  Straits  of  Mackinaw,  will  show  the 
value  of  the  products  of  the  northern  portion 
of  Michigan  which  will  be  tributary  to  the 
Canada  Southern  Railw^ay : 

Copper  and    Iron    from    Lake    Su- 
perior   $cS/J0O,0()O 

Lumber,    Timber,    Shingles,    Lath, 

Staves,  etc 28,534,294 

Salt,        .         .         .         .         .         .  1,111,380 

Fish, ()5 1,000 

Plaster 144,01)0 


Total,         .         .  $8J),340,7()4 

The  Northern  Pacific  wdll  be  extended  east- 
wardly  either  by  that  or  some  other  Company, 
through  the  great  mineral  and  lumber  regions 
along  the  south  shore  of  Lake  Superior,  to  the 
Straits  of  Mackinaw,  where  it  will  connect  with 
railways  extending  to  St.  Clair. 

The  distance  by  the  Canada  Southern  and  the 
Straits,  from  Bufffilo  to  Luluth  will  be  over 
100  miles  less  than  via  the  south  shore  of  Lake 
Erie  and  Chicago.  From  all  intermediate  points 
east  of  Duluth  the  distance  saved  will  be  much 
greater.  This  is  an  important  feature  in  con- 
nection with  the  Canada  Southern  Railway,  and 
must  ultimately  add  largely  to  its  trafUc. 

From  the  main  line  via  Amherstburg,  our 
connection  with  Chicago  will  be  by  the  Chicago 


IS 


and  Canada  Southern  Railway,  with  whicli  we 
are  in  ch)se  alliance,  forniino-  together  the  most 
direct  and  level  railway  attainable  between 
(.'hica^^o  and  Buffalo. 

From  the  local  business  of  this  important 
line,  the  through  traiilc  from  Chicaiio,  and  from 
lines  west  of  Chicago,  an  amount  ecjual  to  that 
noAV  deiived  by  the  (Ireat  Western  from  the 
Michijian  Central,  (increased  by  the  twenty-liye 
])er  cent,  before  stated,)  viz.,  ij^2,7.')( ),()()(),  may 
certainly  be  i-elied  upon,  as  soon  as  the  facilities 
for  transpoi'tatiou  are  afforded.  This  amount, 
together  with  the  estimated  local  business  of 
(Canada,  $1.1 20,( KM),  and  the  through  tralUcfrom 
Central  and  Northern  Michigan,  Si, 120,000, 
gives  an  aggregate  of  $5,(  M  M  ).0(  X  >. 

In  the  foregoing  estimate  the  business  that 
centers  at  the  Cities  of  Detroit  and  Toledo,  from 
both  of  which  points  the  Canada  Southern  will 
furnish  the  shortest  and  much  the  best  route 
east,  has  not  been  taken  into  the  account. 

The  best  idea  of  the  through  business  which 
the  Canada  Southern  Railway  may  expect  can 
be  derived  from  a  statement  of  the  immense 
area,  po])ulation,  wealth,  resources  and  progress 
of  the  States  lyinir  west  of  its  western  termini. 
These  States  are  Michigan,  Indiana,  Illinois, 
Missouri,  Kansas,  Nebraska.  Iowa  Wisconsin 
and  Minnesota.  They  contain  an  area  of  5()( ),79o 
scjuare  miles,  and  had  a  po|.ulation  in  ISTO,  of 
10,280,:^T1.     The  following  statement  will  show 


1» 


the  area  of  each  State,  the  ])()|)uhition,  and  the 
number  of  miles  of  railway  in  each,  in  iSdO 
and  1870. 

Area.  I'lipulation,  l'i>piiliitii>ii.  Miles  of  Miles  of 

S(|itare  Miles.  1860.  1870.  R.  R.  1860        U.  R.  1870. 

Michigan   ....  56,451  74!M13  l,lH4,2i>6  77'.l  l.7:J:5 

Iiuliana 33,H09  1.350,428  1,673,046  2.163  3.177 

Illinois 55,400  1.711.951  2,539,678  2.799  4.823 

Missouri 65,350  1,182,012  1,715,000  817  2,040 

Kansas 81,310  107,206  3(i2,871 1,401 

Nebrii.^ii 75.995  28,841  123,000 578 

Iowa 55,036  694,913  1,191,802  655  2,550 

Minnesota....  83,521  172,023  435,511 972 

Wisconsin....  53,921  775,881  1.055,167  905  1,350 

560,793         6,772,3()8         10,280.371         8,118         18,624 

The  population  of  these  States  increased  in 
the  period  of  1()  years,  3,.")08,(M)3,  over  50  per 
cent.  The  railroad  mileage  in  the  same  time 
increased  10,50(1  niiles,  or  nearly  130  per  cent. 
At  a  similar  rate  of  increase,  these  States  will 
have  in  ten  years  from  this  time,  15,00(),000 
inhabitants,  and  40,000  miles  of  railway.  But 
this  is  by  no  means  all.  New  States  are  speedily 
forming  out  of  Territories  already  containina^ 
large  ])opulations,  while  the  railroads  across 
the  continent  will  bring  to  all  the  eastern 
lines  an  immense  tiaffic  from  the  interior  and 
from  the  Pacific  (,^oast.  With  that  of  the  Ter- 
ritories, the  increase  of  population  in  the  West 
cannot  be  less  than  (100.000  annually.  The 
yearly  increase  alone  is  adecjuate  to  the  sup 
port  of  a  tirst-class  road  to  bear  their  products 
to  market.  -  , 


^) 


The  States  named  in  tlie  preceding  table  ))ro- 
diiced  last  year  40(),()00,0()()  bushels  of  corn,  and 
150,000,000  bushels  of  wheat.  The  tonnage  of 
this  vast  quantity  exceeds  l.s, 000,000  tons.  But 
this  tonna<:^e,  ii:reat  as  it  is,  is  but  a  tithe  of 
what  will  be  produced  with  their  increased 
population  and  under  the  stimulus  of  cheap 
transportation.  The  transportation  of  stock, 
and  animal  food  of  various  kinds,  constitutes  a 
larger  source  of  income  of  our  throuoh  lines 
than  that  of  i^rain.  This  kind  of  traffic  is 
increasing;  much  more  rapidly  than  any  other. 
The  Eastern  States  are  becoming  more  de- 
pendent every  year  upon  the  far  West  for  their 
supply  of  animal  food.  Stock  can  be  raised 
and  transported  at  a  profit  far  beyond  the 
profitable  limit  for  grains  -^n  account  of  the 
greater  value  of  the  former. 

But  the  rapid  increase  of  the  tonnage  of  our 
railroads  is  much  more  wonderful  than  the  in- 
crease in  po})ulation. 

The  tonnage  in  lS(i!>  of  the  five  great  roads 
coming  into  Chicago  from  the  West ;  the 
Chicago  and  North  Western,  the  Chicago  and 
Hock  Island,  the  Chicago,  Burlington  and 
Quincy,  the  Chicago  and  Alton,  and  the  Illinois 
Central,  amounted  to  (), 707, 201>  tons.  In  18M() 
the  tonnage  of  these  roads  did  not  exceed 
1,500,000.  The  increase  in  H)  years  equaled 
5,207,209  or  8.")0  per  cent.,  or  an  average  in- 
crease of  35  per  cent.,  yearly.  ^ ■_  ^      j„. 


21 


The  tonnage  of  the  three  great  lines  from 
the  West  ternnnating  on  the  seaboard ;  the 
New  York  Central,  the  Erie,  and  the  Pennsyl- 
vania Railroads,  increased  from  1851)  to  18<>!)^ 
a  period  of  ten  years,  from  2,<S73,631  tons  to 
12,1M)7,()89  tons,  or  an  average  of  35  per  cent., 
annually.  While  this  percentage  cannot  be 
maintained  the  actual  annual  increase  will  be 
much  greater. 

The  following  statement  will  show  the  ton- 
nage of  the  five  roads  entering  Chicago  from 
the  West,  for  a  period  of  five  years,  ending 
with  1809. 

Illinois  Ci'U-  L'liii:igo  iiud  Chicago.  Kock      Cliicago,  Bur-         Chicap)  anil 

tml.  Alton.  IslamI  untl  lington  ami  Niirtli  West- 

Pacific,  (jaincy.  cm. 

1Mb.  1,022,024  3!SG,1!I7  441,510  80!),(i"4  !ir)6,584 

IStifi.  l,0:!4,!)4(l  oil, 012  472,557  7.i7,511  1,137,515 

1867.  1,15:!,  175  C3(i,:5fi0  45!t,986  821,883  l,72t),<il!) 

18C8.  l,43i),(;75  !)15,(i82  054,435  937.48!)  l,982.42!l 

1809.  1,001,972  1,070,078  846,887  1,020,740  2,211,820 

Such  rates  of  increase  show  how  much  more 
rapidly  the  products  and  wealth  of  the  country 
increase  than  its  population.  Such  evidence 
as  this,  drawn  from  the  rt|.  *"^  Oi  ailroad  com- 
panies, show  the  absolute  necessity  f  constantly 
increased  provision  for  transport  ^i^:^  the  pro- 
ducts of  the  interior  to  the  seaboard,  and  that 
no  provision  that  is  likely  to  be  made  will  equal 
the  demand. 

While  the  progress  of  railroads  has  been  so 
rapid  in  the  West,  no  great  inde])endent  outlets 
have  been  opened  for  them  to  the  eastern  mar- 
ket during  the  last  10  years. 


Mr.  E.  H.  Walker.  Statistician  for  the  New 
York  Produce  Exchanse,  lias  kindly  furnished 
the  annexed  interestinaotiicial  statement,  show- 
ing the  average  annual  cost  of  transportation 
of  wheat  and  corn  l)y  water,  from  ThicaiiO  to 
New  York,  including  handling  and  otlier  charges, 
for  the  past  fourteen  years.  This  has  been  in 
round  nund)ers,  2S  cents  pei-  bushel  for  wheat, 
both  bv  Oswego  and  I>utfalo.  and  for  the  rear 
1870.  was  22  cents  per  bushel.  Corn  being  car- 
ried at  about  the  same  rate  for  the  same  weight. 

The  toll  on  the  Erie  Canal  for  the  last  year 
was  8  cents  per  bushel  with  freight  exception- 
ablv  low.  If  the  Erie  (*anal  is  ever  made  free 
from  toll,  it  will  onlv  reduce  the  cost  of  trans- 
portation  by  water  to  this  extent.  "  This  is  the 
only  reduction  possible,  short  <>f  au  enlargement 
of  the  Canal. 

Mr.  McAlj)ine  demonstrates  that  by  a  low 
grade  line,  i>rain  can  be  carried  from  Chicauo 
to  New  York  for  from  20  to  22  cents  per  bushel 
of  (10  |)ounds,  taking  as  a  basis,  the  roads  with 
iron  rails,  and  with  a  road-bed  as  ordinai-ily 
used. 

\Yith  a  perfect  road-bed  and  steel  rails,  a 
saving  of  15  per  cent,  as  compared  with  his 
estimate,  nuiy  be  assunu'd. 

The  practice  of  purchasing  grair»  at  the  sta- 
tions upon  the  roads  west  of  Chicago,  is  in- 
creasing among  grain  dealei's.  This  saves  all 
charges  at  Chicago  aiul  iJidfalo.    These  transfers 


28 

and  other  charges  cannot  be  avoided  if  brought 
by  water. 

Another  consideration  of  no  small  importance, 
is  the  shorter  time  of  transit  and  the  better  con- 
dition in  which  the  grain  reaches  market. 

A  freight  train  of  40  cars,  with  14.0(K)  bushels 
of  wheat,  which  can  always  be  relied  upon, 
from  Chicago  to  New  York,  (1)25  miles,)  over 
a  railway  with  a  good  road-bed,  steel  rails, 
and  with  grades  not  exceeding  15  feet  per  mile, 
and  a  return  with  one-fourth  (UK)  tons)  the 
weight,  (which  is  about  the  pro]>o]  lion  of  back 
freight,)  can  })e  taken  at  a  cost  of  not  to 
exceed  $1.00  per  mile  run,  or  lor  1,-^50 
miles, .   Sl,850 

Terminal,  and  other  charges,    .     .     .         4()8 

Total.     ....    $2,318 

This  includes  the  cost  of  working 
and  maintaining  the  railway  and 
equipment,  to_,ether  with  every 
other  expense,  except  interest  on 
capital. 

14,0(HI  bushels  of  wheat  at  17 
cts.  per  bushel,  is      ...      $2,380 

100  tons  mixed  freight 
back,  at  75  cents  per  hun- 
dred, is 1,500 

3.880 


Leaving  a  net  ])rofit  of  .     ,     ♦    *     .     :|1,5G2 
or  over  40  per  cent,  upon  the  gross  earnings. 


34 


A  ^^2-toii  locomotive  \\\\\  transport  over  such 
a  road  CO  cars,  with  21,000  bushels  of  wheat, 
with  a  return  freight  of  one-quarter  the  above 
(say  150  tons),  at  a  cost  of  SI. 25  ])er  mile  run  : 
this  ^vould  reduce  the  cost  of  transporting  the 
wheat  to  14  cents  per  bushel,  and  the  back 
freight  to  (»0  cents  per  hundred. 

The  traffic  of  existing  railroads  has  been 
constantly  gaining  over  water  routes,  between 
Chicago  and  New  York.  The  reduction  in  cost 
that  can  be  made  on  this  line  will  not  only  add 
to  its  tonnage  from  ordinary  sources,  but  enable 
it  to  draw  to  an  unlimited  extent  upon  that 
which  has  heretofore  gone  bv  water. 

Over  such  a  railway  as  has  been  described, 
and  which  is  entirely  practicable,  produce  from 
Chicago  and  stations  west,  can  certainly  be 
transported  chea])er  to  New  York  than  by  any 
existing  water  communication,  and  it  is  be- 
lieved, cheaper  than  by  any  improved,  or  en- 
larged navigation  practicable. 

In  connection  witli  the  transportation  of 
grain  through  the  iSt.  Lawrence,  which  is  now 
of  considerable  magnitude  and  j'ai)idlv  increas- 
ing.  the  line  to  Hamilton  becomes  particularly 
important.  The  distance  from  Chicago  to  Lake 
Ontario,  by  Avater,  is  not  only  long  and  circuit- 
ous, but  involves  ])assing  through  the  Welland 
(■anal,  the  locks  of  which  are  onlv  2(H  bv  150 
feet  in  the  chamber.  The  locks  between  Lake 
'Ontario  and  Montreal  are  45  by  20()   feet,  the 


25 


latter  admittiii":  vessels  or  bar  ores  of  verv 
much  greater  capacity — sea-going  ships.  Of 
54/)()0,00(>  bushels  of  grain  destined  through 
the  Welland  Canal,  10,000,000  bushels,  or  nearly 
20  per  cent,  were  lightered  over  the  Welland 
Railway,  Avhich  was  built  by  the  side  of  the 
canal  for  that  purpose.  Taking  grain  by  all 
rail  direct  to  Hamilton,  this  lightering  and 
expense  of  passing  the  Welland  Canal  will  be 
avoided,  and  can  there  either  be  put  into  a  class 
of  ships  safe  foi'  a  sea  voyage,  or  into  large 
barges,  for  either  Oswego,  Montreal  or  Quebec, 
at  which  two  latter  ])laces  it  can  be  sent  abroad 
by  a  still  larger  class  of  ships,  (xrain  can  be 
taken  from  Chicago  to  the  head  of  Lake  Ontario 
at  Hamilton,  450  miles,  and  transferred  into 
vessels  or  barges  through  an  elevator  for  8 
cents  per  bushel.  Airing  grain  occasionally, 
through  an  elevator,  on  a  long  voyage,  is 
worth  to  the  grain  all  it  costs.  The  transpor- 
tation of  grain  bv  this  route  will  doubtless 
become  important,  and  add  largely  to  the 
traffic  of  our  railway. 

The  receipts  of  the  Lake  Shore  and  Michigan 
Southern  Railway  in  \XH),  were  over  S^L},0(M),- 
OOO.  From  the  1st  of  January  to  the  1st  Sep- 
tember of  this  year  (1H71),  the  increased  re- 
ceipts, as  com  pa  led  with  those  of  the  same  time 
last  year,  were  over  i?l)()0,00<),  and  but  for  the 
want  of  capacity  to  do  the  business  offered, 
would   have   been   greater.     If  more  facilities 


■    38 

are  necessary  now  to  relieve  this  blockade,  it 
will  be  imperatively  necessary,  upon  the  com- 
pletion of  the  additional  railways,  now  in  course 
of  consti'uction  from  the  Detroit  and  St.  Clair 
Rivers  west,  and  from  Buifalo  east. 

The  Canada  ^^outhern  will  have  less  than  half 
the  capital  ofthe  <  Jreat  Western  with  its  "Loop," 
and  but  half  the  cai)ital,  which  belongs  to  that 
portion  of  the  Lake  Shore  Railway,  which  is 
within  a  corresponding'  distance  from  Chicaoo. 
With  the  advantages  of  distance,  grades  and 
alignment  lai-gely  in  its  favoi",  it  will  stai-t  off 
with  a  steel  rail  and  new  equipment  of  the  most 
api)roved  modern  kind,  whilst  the  Lake  Shore 
and  Ci'eat  Western  Railwavs,  to  avail  of  similar 
track  and  e<iuii)ment,  must  add  as  much  to  their 
capital,  as  will  nearly  double  track  the  Canada 
Southern. 

The  low  grades  and  ])erfect  alignment  of  the 
Canada  Southern  Railway  will  admit  transpoi*- 
tation  of  passengers  at  the  highest  sj)eed,  and 
under  the  conditions  of  the  most  perfect  safety. 
It  will  have  the  same  economical  advantages 
in  the  trans])ortation  of  passengers  as  it  will 
have  in  that  of  freight. 

With  its  ability  for  cheap  tiansi)ortati(>n,  and 
all  its  other  advantages  combined,  it  is  dithcult 
to  estimate  the  traffic  which  must  necessarily 
pass  over  the  Canada  Southern  Railway,  the 
most  favoi-able  link  in  thaf  line  of  transit,  over 
w  hich  so  im])ortant  a  portion  K^X  the  business  of 
the  continent  naturally  passes. 


27 

ASSETS. 

Capital  stock, $1(M)(M),(M)() 

Capital  stock  subscribed,      .     .     .       2,0<)0,()0() 

First  mortoage,  7  per  cent,  sinking 

fund  bonds, 9,000,00(1 

The  cost  of  the  Railway  ecpiipnient 
and  appurtenances  complete,  as 
estimated  by  the  Chief  Engineer, 
is  ..........     .     14,500,000 

To  this  must  be  added  for  commis- 
sions, office  and  legal  ex])enses, 
and  contingencies, l,r)()(M)00 


Total     ....  S1(;,()0(),00() 

Based  on  the  payment  of  one-half  in  the 
capital  stock  of  the  Company  ($8,000,000)  and 
the  remainder  in  first  mortgage  bonds  of  the 
Comi)any  ($S,()(MI,()(K)).  "  • 

This  will  leave  two  millions  of  the  stock  and 
one  million  of  the  bonds  in  the  hands  of  the 
Company. 

Sufficient  of  the  securities  (e(puil  amounts  of 
stock  and  bonds;  have  already  been  placed, 
to  pr<>vidc  all  the  means  necessary  to  ])rocure 
the  light  of  way,  fence,  grade,  bridge,  and 
prepare  the  road-bed  upon  the  whole  line  of 
I'ailway,  including  the  Branch,  for  the  super- 
structure, and  to  furnish  the  rails  for,  and 
complete  fifty  ml      of  the  same. 


08 


The  estimated  annual  gross  re- 
ceij^ts  from  traffic,  as  heretofore 
stated,  are $5,00(VJ00 

The  working  expenses  should  not 
exceed  55  per  cent,  of  the  gross 
earnings,  even  at  the  minimum 
rates,  or 2,750,000 


Leaving  of  net  revenue,     .     .     $2,250,000 

The  annual  interest  on  the  bonds  is 
$630,000,  and  the  contributions 
to  the  Sinking  fund  $82,000;  this 
provides  for  the  payment  of  the 
interest  and  debt  at  maturity. 
Making \  712,000 


Leaving,  net, $1,538,000 

which  is  equal  to  19  per  cent,  on  $8,000,000  of 
stock. 

The  line  is  permanently  located,  right  of  way 
nearly  all  secured  and  paid  for,  all  the  grading 
and  bridging,  and  most  of  the  ties  required  are 
under  contract  and  under  w^ay.  The  grading 
and  bridging  will  be  completed,  and  the  road- 
bed of  the  whole  line,  including  the  Branch, 
made  ready  for  the  superstructure  by  the  open- 
ing of  next  Spring.  Kails  for  05  miles  (six 
thousand  five  hundred  tons)  have  been  pur- 
chased to  be  delivered  this  fall. 


It  is  the  design  of  the  Company  to  have  the 
whole  line  of  Railway  completed,  equipped,  and 
ready  for  operation,  by  the  1st  of  January, 
187;^. 

A  copy  of  the  Bond  and  Mortgage  is  hereto 
appended. 

For  the  Board, 

•       M.  COURTRIGHT, 

President. 

New  York,  September,  1871. 


REPORT  OF  CHIEF  ENGINEER, 


To  THE  President  and    Diisectors   of  the  Canada 
Southern  Railway  Company  : 

Gentlemen:  Yu;ir  road  is  now  |)erinanently  located. 
A  line  has  been  obtained  with  grades  not  exceeding 
15  feet  to  the  mile,  and  3  degree  curves,  being  within 
the  limits  of  my  instructions.  The  distance  from  the 
west  end  of  the  International  Brid-i^e,  (over  the 
Niagara  River  at  Buffalo,)  to  Amherstburg,  (on  the 
Detroit  River,  and  near  its  mouth,)  is  228.83  miles. 

The  St.  Clair  Branch,  from  the  point  of  its  diverg- 
ence from  the  main  line,  (near  St.  Thomas,)  to  Moore, 
(on  the  St.  Clair  River,  opposite  St.  Clair,  Michigan.) 
is  61.89  miles  :  and  from  the  International  Bridii;e  to 
Moore,  the  distance  is  184.29  miles. 

The  alignment  of  the  main  line,  from  the  Interna- 
tional Bridge  to  Amherstburg,  is  as  follows  : 

Straight  line 218.76  miles. 

Curves  3° 0.95  miles 

"        2° .-   2.00     '' 

"        1° 4.72     " 

"        \° 2.40     " 

10.07       " 


Making  the  total  length  of  the  main  line 228.83  mile? 

The  alignment  of  the  St.  Clair  Branch  is  as 
follows  : 

Length  of  straight  line 60.98  miles 

"  curv'es  2° 0.91     " 

61.89      " 


Making  the  total  length  of  the  main  line  and 

branch 290.72  miles. 


;>2 


The  total  length  of  straight  line,  (on  tlie  main 

line  and  branch,)  is -  - 279.74:  miles. 

The  total  length  of  curvature 10.98     " 


290.72  miles. 


The  principal  tangents  on  the  main  line  are^  one  of 
17.34,  one  of  28,  one  of  51.18,  and  one  of  52.15  miles, 
and  on  the  St.  Clair  branch  one  of  54.48  miles. 

The  length  of  the  different  gradients  on  the  main  line 
are  as  follows  : 

Level  and  under  5  feet  per  mile 121.20  miles. 

Going  East,  ascending  5  to  10  feet  per  mile 14.35  " 

"         "            "       10  to  15     "     "       "    19.80  " 

"         "            '•            of  15     "     "       '•    14.83  " 

GoingWest,  ascending 5  to  10     "     "       "    21.77      " 

"        "            "       10  to  15     "     ''       "    6.67  " 

"         "            "            of  15     "     "       "    30.21  " 

228.83  miles. 
And  on  the  St.  Clair  Branch: 

Level,  and  under  5  feet  per  mile 42.09  miles. 

Going  East,  ascending  5  to  10  feet  per  mile 5.25     " 

10  to  15     "     "       "    3.31      " 

"         "  "  of  15     "     "       "    4.47      "     • 

GoingWest,  ascending  10  to  15     "     "       "    0.85 


"  ""       "  "      ~       of  15     "     "       "    [  5.92     " 


61.89  miles. 


Of  the  15  feet  grades,  there  are  14.83  miles  encoun- 
tered on  the  main  line  going  cast,  and  30.21  miles 
going  west ;  the  greatest  length  of  which,  however,  in 
anj--  one  place,  going  east,  is  2.55  miles,  and  going 
west  is  3.48  miles. 


33 


A  line  was  run  from  a  point  near  Sandwich,  on  the 
Detroit  River,  (o|)[)Osite  Detroit.  Miehiijan,)  for  a  dis- 
tance of  I0.2  miles,  to  the  main  line.  It  is  nearly 
level  and  can  be  cheaply  built.  But  as  Detroit  can 
be  reached  via  the  St.  Clair  Branch,  with  less  distance 
and  equally  favorable  grades,  and  to  better  advantage 
than  by  the  way  of  Sandwich,  it  will  probably  be 
deemed  inexpedient  to  build  the  road  to  Sandwich,  at 
least  for  the  present. 

The  distance  from  the  terminus  of  the  St.  Clair 
Branch,  at  Moore,  across  the  river  to  St.  Clair,  is  2,011 
feet,  or  0.38  miles,  with  a  depth  of  water  from  20  to 
33  feet,  with  the  exception  of  the  main  channel,  which 
is  500  or  600  feet  in  width,  with  a  depth  of  water 
averaging  43  feet,  and  a  maximum  of  45  feet,  with  a 
hard  blue  clav  on  the  bottom,  for  the  whole  width  of 
the  river.  This  crossing  is  favorable,  not  only  for  a 
permanent  bridge,  but  also  for  a  temporary  ferry,  and 
is  unobstructed  by  ice  during  the  winter. 

The  distance  from  the  terminus  of  the  main  line  at 
Amherstburg,  across  the  river  to  the  main  shore  on  the 
American  side,  is  3.48  miles.  The  eastern,  or  main 
channel  of  the  river,  is  about  3,500  feet  in  width,  vary- 
ing from  10  to  22  feet  in  depth,  with  an  extreme  depth 
of  22  feet,  and  a  rock  bottom  throughout. 

There  are  two  other  comparatively  unimportant 
channels  to  bridge,  on  the  Michigan  side  of  the  river, 
together  nearly  3,000  feet  in  width,  where  the  average 
depth  does  not  exceed  15  feet.  These  two  latter 
channels,  and  also  a  part  of  the  main  channel,  can 
readily  be  bridged,  leaving  a  ferry  of  only  3,000  feet. 
This  crossing  is  also  favorable  for  a  ferry,  being  unob- 
structed bv  ice  duriuff  the  winter. 


M 


The  crossings,  both  at  Amherstbiirg  and  St.  Clair, 
are  favorable  for  bridging,  and  would  be  entirelji  un- 
objectionable on  the  ground  of  interfering  with  the 
navigation,  if  provided  with  .suitable  draws. 

The  distances  between  the  objective  points  are  as 
follows : 


1st.  Between  Buffalo  and  Toledo,  via  the  main  line  to  the 
Detroit  Branch  of  the  Lake  Shore  and  Michigan  Southern 
Railway,  to-wit : 

The    International    Bridge  over   the   Niagara 

River 1 0.67  miles. 

From   the   International   Bridge   to  Amherst- 

burg 228.83      " 

From  Amherstburg  to  the  main  shore  on  the 

American  side 3,48      " 

Thence  to  Toledo 38.02      " 


Total  distance  from  Buifalo  to  Toledo 271.00  miles. 

In  estimating  the  distance  from  the  point  where  our 
line  would  intersect  the  Detroit  Branch  of  the  L.  S. 
and  M.  S.  Railway  to  Toledo,  I  do  not  calculate  the 
distance  to  the  depot  in  Toledo,  but  to  a  point  where 
the  roads  leading  into  Toledo  would  naturally  inter- 
sect, and  which  would  add  nothing  to  their  length. 

2d.  From  Buftalovia  the  St.  Clair  Branch  to  Detroit: 

Buffalo  to  St.  Clair 184.29  miles. 

St.  Clair  to  Detroit,  via  New  Baltimore -   42.00      " 


226.29  miles. 


35 

In  calculating  tho  distance  from  St.  (Mair  to  Detroit, 
it  is  not  taken  to  the  river,  but  to  the  point  of  inter- 
section with  the  Detroit  and  Milwaukee  R.  R.  and  the 
Detroit  Branch  of  the  Lake  Shore  and  Michigan  South- 
ern Railway,  and  which  is  convenient  for  the  business 
of  Detroit,  and  at  the  same  time  avoids  tlie  long  cir- 
cuit into  and  out  of  the  city  and  saves  a  number  of 
miles  of  distance  in  passing  on  to  Chicago,  by  any  of 
the  roads  leading  to  the  latter. 

The  maxiniUHi  grades  on  the  proposed  "Loop  Line" 
are  35  feet  to  the  mile,  and  with  greater  curvature 
than  on  the  Canada  Southern  Railway. 

Injustice  to  the  Chief  Engineer  of  the  G.  W.  Loop 
Line  and  his  associates,  it  is  proper  to  say,  that  these 
grades  and  this  curvature  were  unavoidable  ;  as  by 
the  act  of  Parliament,  granting  the  right  to  build  the 
road,  they  were  obliged  to  locate  it  through  the  differ- 
ent villages  along  the  route. 

The  maximum  grades  on  the  G  rand  Trunk  Railway, 
between  the  International  Bridge  and  Cantield,  over 
which  it  is  proposed  to  pass  the  traffic  of  the  "  Loop 
Line,'"  are  at  least  as  great  as  those  of  the  "  Loop." 

The  distances  from  Buh'alo  to  Chicago,  (the  principal 
objective  point,)  starting  from  the  natural  point  of  in- 
tersection with  the  New  York  Central,  the  Erie  and 
other  railways  at  Buffalo,  (viz  :  3i  miles  east  of  the 
Buffalo  depot,  and  5  miles  from  the  west  end  of  the 
International  Bridge,)  are  as  follows  : 


36 


1st.  By  the  Canada  Southern  main  line,  and  the 

proposed  Chicago  and  Canada  Southern     miles. 
Railways,  is 487 

2d.  By  the  Canada  Southern  and  the  Chicago 
and  Canada  Southern  Railways  to  near 
Adrian  and  the  Michigan  Southern,    .     .     494 

3d.  By  the  St.  Clair  branch  of  the  Canada  South- 
ern, and  the  Michigan  Air-Line  Railways,     497 

4th.  By  the  St.  Clair  branch  of  the  Canada  South- 
ern, the  Michigan  Midland,  and  the  Penin- 
sula Railways, 505 

5th.  Bv  the  Grand  Trunk,  the  Great  Western 
and  its  "  Loop  Line  '  and  the  Michigan 
Central  Railways, 520 

6th.  By  the  existing  line  of  the  Great  Western 
and  the  Michigan  Central  Railways,  start- 
ing at  an  equal  distance  with  the  other 
lines  from  Rochester, 526 

7th.  By  the  Lake  Shore  and  Michigan  Southern 

Railways,  via  the  Goshen  branch.  .     .     .     532 

8th.  By  the  Lake  Shore  and  Michigan  Southern, 

via  the  old  line, 542 

The  distance  from  the  intersection  at  Bulialo,  by 

the  Lake  Shore  Railway,  to  Toledo,  is     .     299 

Bv  the  Canada  Southern  and  the  Detroit  branch 

of  the  Lake  Shore  to  Toledo,  is     .     .     .     276 

St.  Clair,  in  Michigan,  is  the  samt  distance  from 
Bulfalo,  by  the  Canada  Southern,  as  Cleveland  is  by  the 
Lake  Shore  ;  and  Lansing,  (the  cai>ital  of  the  State  of 
Michigaii,)  is  the  same  distance  from  Bulfalo  as  Toledo. 

Li  addition  to  the  low  grades  which  have  been  es- 
tablished  upon  the  Canada   Southern    Railway,  and 


37 


the  slight  ciiivaturo,  other  essential  advantages  have 
been  gained,  which  add  to  the  safety  and  value  of  the 
road,  viz.  : 

First. — There  are  no  curves  on  the  road,  which  do 
not  have  tangets  of  at  least  1,000  feet  between  them, 
thereby  allowing  trains  of  the  usual  length  to  straighten, 
before  entering  upon  another  curve. 

Second. — Every  bridge  upon  the  road,  is  approached 
by  a  tangent  of  not  less  than  1.000  feet  in  length,  and 
in  nearly  all  cases  of  much  greater  length.  This  is  a 
very  essential  feature,  as  it  lessens  the  strain  on  the 
structures,  and  reduces  the  liability  of  engines,  or  cars 
to  leave  the  track,  on  or  near  the  bridges. 

Third. — The  maximum  grades  are  confined  to  the 
tangents.  Curvature  and  grades  seldom  occur  at  the 
same  place,  and  never  where  the  resistance  of  the  two 
combined,  exceeds  the  effect  of  a  grade  of  15  feet  per 
mile  on  a  straight  line. 

Fourth. — The  aggregate  length  of  j)ermanent  bridges 
will  not  ultimately  exceed  1,300  feet,  or  one-fourth  of 
a  mile,  for  the  entire  length  of  the  main  line  and 
branch. 


The  working  divisions  of  your  road  are  determined 
by  the  location,  and  are  very  favorable  for  working  it 
economically  ;  that  is,  St.  Thomas  being  central  on 
the  main  line  and  also  at  the  eastern  terminus  of  the 
St.  Clair  branch,  by  locating  the  main  shops  for  con- 
struction and  repairs  at  St.  Thomas,  every  locomotive 
making  regular   trips  over   the    road,   cither  on   the 


38 


Eastern,  Western,  or  St.  Clair  Divisions,  will  neces- 
sarily come  to  these  shops  ever}-  twenty-four  hours, 
and  all  cars  passing  over  the  main  line  or  branch,  will 
also  be  here  examined  and  repaired  if  required. 

Locomotives  would  easily  make  the  trip  over  the 
Eastern  and  Western  divisions  daily,  and  a  round  trip 
each  da}"  on  the  St.  Clair  division,  thereby  economiz- 
ing power  to  the  greatest  degree.  Small  shops  in 
connection  with  the  required  engine  houses  at  each  end 
of  the  main  line,  and  at  Moore,  would  be  the  only 
shops  in  addition  to  the  main  one  at  St.  Thomas,  that 
would  be  required. 

My  estimate  of  the  entire  cost  of  the  road,  with  a 
suitable  allowance  for  contingencies  and  superintend- 
ence, (heretofore  submitted  in  detail,)  amounts  to 
$14,600,000.  In  this  estimate  is  included,  1st  :  The 
cost  of  the  right  of  way,  90  feet  in  width,  as  ])rovided 
for  in  the  Railway  Act,  together  with  the  extra  widths 
that  may  be  required  for  deep  cuttings,  or  high  em- 
bankments, and  all  the  necessary  grounds  for  railway 
pi  rposes,  land  damages,  and  the  clearing  and  fencing 
of  the  line.  2d.  :  The  graduation  of  the  road-bed  to 
the  width  required  for  a  first-class  road.  od.  :  Pro- 
viding for  the  best  quality  of  Bessemer  steel  rails, 
weighing  60  lbs.  to  the  yard,  on  the  main  line,  and  on 
the  sidings,  the  best  quality  of  iron  rails  of  the  same 
weight  per  yard.  The  rails  will  be  laid  upon  cross- 
ties,  26  inches  from  center  to  center,  with  splice  or 
fish  joints  and  iron  chairs,  and  with  12  inches  of  ballast 
beneath  the  ties.  4th. :  Providing  sufficient  ecjuij)- 
ment,  and  of  the  hcsi  character  :  the  necessary  depots, 
wood  and  water  stations,  shops  aiul  machinery,  docks, 


ferry  boats,  and  all  the  other  appointmentis  needed  for 
a  first-class  railway. 

The  favorable  grades  and  alignment  which  have 
been  obtained,  have  increased  the  cost,  and  together 
with  the  thorough  construct'on,  equipment  and  ap- 
jK)intments  necessary  for  the  performance  of  the  large 
business  anticipated,  have  raised  the  estimate  to  the 
amount  above  named.  But  the  additional  cost  of  pro- 
curing the  low  grades  and  favorable  alignment  which 
has  been  adopted,  I  deem  a  wise  expenditure,  as  it 
will  so  increase  the  capacity  of  the  road  and  lessen 
the  operating  expenses,  that  50  per  cent,  of  the  gross 
earnings,  will  be  ample  to  operate  and  maintain  the 
road,  estimating  the  charges  for  carrying  passengers 
and  freight  at  the  lowest  rates'. 

Res^jectfully  submitted, 

F.  N.  FINNEY, 

Chief  Engineer. 

Fort  Ekfi:,  Oiitiirio,  Feb.  15,  1871. 


KEPORT  OF  CONSULTING  ENGINEER. 


New  York,  Februar}^  15th,  1871. 

To  The  President  and  Directors  of  the  Canada 
Southern   Railway  Company  : 

Gentlemen:  You  have  re<iuested  me  to  examine  the 
report  of  Mr.  F.  N.  Finney,  your  Chief  Engineer,  who 
has  made  instrumental  examinations  of  the  peninsula 
of  Ontario,  for  the  purpose  of  obtaining  the  best  loca- 
tion for  3'our  proposed  railway,  between  the  Interna- 
tional Bridge  at  Buffalo  and  the  Detroit  and  St.  Clair 
Rivers. 

From  this  full  report  and  the  map  and  profiles  pre- 
pared by  Mr.  F'inney,  I  derive  the  following  general 
facts  : 

The  length  of  the  main  line  is  229  miles,  and  of  the 
Branch  is  62,  making  2'Jl  miles. 

Mr.  Finney's  maj)s.  profiles  and  report,  show  that 
this  is  not  only  the  shortest  line  between  the  objective 
l)oints,  but  also  forms  a  necessary  link  between  the 
main  trunk  lines  west  of  the  Detroit  and  St.  Clair 
Rivers,  and  those  east  of  the  Niagara  River,  and  fur- 
nishes much  the  shortest  route  between  the  West  and 
East,  and  at  the  same  time  secures  grades  of  not,  in 
any  place,  exceeding  fifteen  feet  per  mile. 


I  have  a  personal  knowledge  of  a  considerable  por 
tion  of  the  country,  over  which  3'our  railway  will  bo 
built,  which  enables  me  to  confirm  (if  it  was  neces- 
sary,) many  of  the  particulars  in  Ihe  report  of  'Mr. 
Finney. 

The  line  of  the  road  passes  through  a  well-settled 
country,  which  will  immediately  contribute  a  consid- 
erable local  business,  which  will  annually  increase, 
sufficient  in  itself,  to  warrant  the  construction  of  the 
road. 

The  largest  contribution  of  through  business  to  the 
Great  Western,  is  from  the  Michigan  Central,  which 
will  have  a  shorter  and  cheaper  route  to  the  Atlantic 
markets,  by  your  line,  hence  it  will  undoubtedly  avail 
of  these  advantages  and  probably  turn  over  to  your 
road  a  considerable  amount  of  business,  which,  by  the 
existing  circumstances,  it  is  now  compelled  to  send 
over  the  Great  Western. 

It  must  also  be  considered,  that  the  trunk  lines  of 
railway,  ivest  of  the  line  of  the  Detroit  River,  are  now 
dependent  for  their  connections  with  the  great  trunk 
lines  eastward  of  the  Niagara  River,  upon  a  single  line 
of  railwa}',  through  the  southern  Peninsula  of  Ontario, 
which  at  any  time,  (as  has  often  ha})pened,)  may  exact 
the  rates  which  a  monopoly  demands,  or  be  compelled 
to  take  the  only  alternative,  of  forcing  the  traffic  over 
the  (south)  Lake  Shore  line,  which  is  forty-five  miles 
longer. 

As  some  of  the  managers  of  the  Great  Western 
Railway,  have  suggested  the  construction  of  a  'Looj) 
Line  "  between  Glencoe  and  Canfield,  with  the  avowed 
object  of  preventing  the  construction  of  the  Canada 
Southern,  it  is  important  to  your  Conijtany,  to  care- 
fully examine  the  reasons  urged  for  the  "Loop,'"  and 


43 


how  far  it  would  aflfect  your  interests,  as  well  as  those 
of  the  Great  Western,  if  it  should  ever  be  built. 

The  suggested  "Loop"  would  start  80  miles  from 
the  western  end,  and  149  miles  from  the  eastern  end 
of  the  Great  Western,  and  would  be  108  miles  long, 
and  attain  its  connection  with  Buffalo,  over  47  miles 
of  a  branch  of  the  Grand  Trunk,  and  the  Interna- 
tional Bridge. 

The  saving  in  distance  on  the  through  business, 
to  New  York,  which  this  "  Loop  "  will  effect  over  its 
present  line,  would  be  but  five  miles. 

The  maximum  eastward  grades  over  the  Great 
Western,  are  55  feet  per  mile,  those  over  the  suggested 
"Loop"  are  35  feet,  and  those  over  the  used  portion 
of  the  Grand  Trunk,  but  little  more.  It  is  admitted 
that  the  alignment  and  grades  over  the  combined  route 
are  more  favorable  than  over  the  main  line,  but  they 
are  also  as  much  inferior  to  those  of  the  Canada 
Southern,  as  they  are  superior  to  those  of  its  own  main 
line. 

The  cost  of  the  103  miles  of  this  Glencoe  "Loop'* 
would  be  at  least  five  millions  of  dollars. 

In  the  face  of  these  circumstances,  the  Great  West- 

m 

ern  propose  as  follows  : 

1st,  To  abandon  140  miles  of  the  main  line  entirely, 
so  far  as  through  traffic,  which  is  one-half  of  their 
whole  business,  is  concerned  ; 

2d.  To  build  a  road  rival  to  itself,  which  will  cut 
off  a  portion  of  the  remaining  rural  local  business,  ou 
that  149  miles  of  the  main  line  ; 


u 


3d.  To  give  to  a  rival  Company  (the  Grand  Trunk) 
twenty  per  cent,  of  all  the  diverted,  through  and 
local  business,  which  diversion  together  is  about  three- 
fourths  of  the  whole  gross  earnings  ;  And  : 

4th.  To  leave  the  local  business  subject  to  the  ex- 
isting inconvenience  and  expense  due  to  the  higher 
grades  and  less  direct  route  of  the  main  line. 

If  I  was  called  upon  to  pi'ofessionally  advise  the 
Great  Western  Company,  I  would  recommend  them 
to  reduce  certain  of  their  grades  eastward,  as  low  as 
the  nature  of  the  countrv  would  admit :  and,  if  thev 
should  ever  find  it  advisable  to  build  a  loop-line  to 
Buffalo,  to  start  it  from  a  j)oint  on  their  main  line, 
nearest  to  the  Niagara  Bridge,  where  eastward  grades, 
in  the  direction  of  the  greatest  tonnage,  can  be  found  ; 
or.  in  other  words,  to  make  as  small  a  diversion  of 
mileage  from  the  main  line,  by  the  '"  Loop."  as  the  na- 
ture of  the  country  will  admit.  By  this  arrangement 
it  will  receive  as  much  through  traffic  as  by  the  "Loop.'" 
and  will  also  obtain  all  of  the  advantages  of  the  im- 
provements on  the  main  line,  for  the  benefit  of  the 
local  business,  (which  is  one-half  of  the  whole,)  and  will 
save  the  expense  of  the  maintenance  and  operation  of 
an  additional  103  miles  of  railroad,  and  the  interest  on 
its  cost.  The  distance  through  to  New  York  is  sub- 
stantially the  same  by  the  main  line,  as  hyi  the  suggested 
"Loop.'" 

A  sum  insignificant  as  compared  with  the  cost  of 
the  "  Loop/'  exj)ended  on  the  main  line,  would  ren- 
der its  grades  as  effective  as  those  of  the  "Loop."  The 
tonnage  going  west  does  not  exceed  one-fourth  of  that 
going  east,  and    therefore,  a  less  sum   would   be   re- 


45 


quired   to  be  expended  upon  the  improvement  of  tlie 
grades  in  that  direction. 

This  advice  is  not  proffered  to  that  Company,  but 
the  suggestion  is  made  to  further  ilhistrate  the  position, 
that  the  construction  of  the  "Loop"  cannot  be  seri- 
ously entertained  by  the  stockholders  of  that  Company. 

Your  line  has  an  advantage  in  its  favor  in  regard  to 
distance  alone,  to  the  principal  objective  point,  of 
from  33  to  55  miles. 

There  is,  however,  a  more  imj)ortant  question  to  be 
considered  between  vour  line  and  that  of  anv  existinn: 
one,  or  any  that  can  be  built,  being  that  of  its  superior 
advantages  of  grades  and  alignment. 

ft  is  somewhat  difficult  to  state  the  moneyed  value 
of  the  latter,  as  in  it  is  involved  the  questions  of  safety, 
speed  and  oj)erating  expenses  ;  but  the  report  of  Mr. 
Finney  shows  some  facts  which  deserve  more  partic- 
ular mention,  and  which  do  not,  1  believe,  occur  upon 
any  railway  on  this  continent. 

The  whole  distance  is  on  straight  lines,  except  four 
per  cent.  Two  tangents,  each  of  51  miles  in  length, 
are  united  by  a  short  curve  of  one  degree. 

What  is  also  remarkable,  is  that  these  extraordin- 
arily long  tangents  are  upon  almost  level  grades,  and 
that  the  maxima  never  exceed  15  feet  per  mile,  and 
these  for  short  distances  of  only  one  to  three  miles, 
[t  is  the  shortest  possible  line  that  can  be  found  across 
this  Peninsula  of  Ontario,  between  the  Niagara  and  the 
Detroit  or  rit.  Clair  Rivers. 

In  regard  to  grades,  the  rule  hiay  be  assumed,  as 
sufficiently  accurate  for  this  comparison,  that  one  of 
twenty  feet  per  mile,  lessens  the  cargo  tonnage  of  a 
locomotive,  half  of  that  which  it  will  haul  upon  a  level, 
and  that  an  engine  of  thirty  tons  will  haul  three  hun- 


46 


dred  tons  of  cargo,  on  the  average  of  the  year  round, 
(as  tonnage  is  presented  of  different  proportions  of  bulk 
and  weight  and  with  tlie  different  conditions  of  the 
rail,)  on  a  grade  of  15  feet  per  mile.  It  is  quite  true 
that  such  engines  often  haul  twice  this  load,  but  expe- 
rienced railway  men  will  doubtless  consider  the  above 
as  fair,  in  its  practical  application  to  the  subject  under 
discussion. 

It  will  be  noticed,  that  in  the  following  calculations, 
the  average  load  of  an  engine  of  30  tons,  has  been 
taken  at  300  tons  on  a  ruling  grade  of  15  feet  per 
mile,  for  the  mixed  traffic  of  a  railway.  If,  however, 
we  are  to  consider  the  movement  of  regular  fixed  items 
of  freight,  such  as  grain,  stock,  oil,  coal  or  lumber,  the 
load  of  such  an  engine,  over  such  grades,  should  be 
taken  at  400  tons  for  an  average  of  the  condition  of 
the  rails,  weather,  and  the  other  circumstances  men- 
tioned. 

The  Great  Western  line  encounters  grades  of  60 
feet  to  the  mile  going  westward,  and  those  of  55  feet 
eastward.  It  is  considered  as  a  fair  practical  presen- 
tation of  this  question,  to  assume,  that  in  regard  to  the 
trade  moviiig  eastward,  the  engines  on  its  existing 
main  line,  will  encounter  grades  of  25  feet  on  its  west- 
ern half,  and  those  of  55  feet  on  the  eastern  half,  and 
on  the  suggested  Glencoe  "  Loop,"'  grades  going  east, 
of  25  feet  for  the  western  half,  and  those  of  35  feet  for 
the  eastern  half. 

The  controlling  grades  of  all,  except  one  of  the  work- 
ing divisions  of  the  Lake  Shore  Railway  proper, 
(to  Toledo,)  are  35  feet,  and  those  of  the  Michigan 
Southern  and  Central  are  from  35  to  45  feet  to  the 
mile. 

Applying  the   rule  before  stated,  to  these  several 


47 


lines,  it  will  be  found  that  the  Canada  Southern  will 
have  the  following  percentages,  in  its  favor,  over  the 
above-mentioned  lines  in  (iddition  to  those  of  distance, 
viz.  :  as  against  the  existing  line  of  the  Great  Western, 
of  ()G  per  cent.,  of  the  Michigan  i^outhern,  of  55  per 
cent.  ;  or,  as  applied  to  the  suggested  "  Loop,"  and 
to  the  Lake  Shore,  of  -iO  per  cent. 

When  we  combine  all  of  these  advantages  of  your 
line,  we  tind  in  its  favor,  1st :  That  the  saving  in  the 
length  of  miles  of  construction  is,  from  33  to  55  miles 
in  length  over  its  comi)etitors.  2d :  That  the  saving 
in  the  cost  of  maintaining  and  operating  in  regard  to 
distance  alone,  will  be  in  the  same  ratio.  3d  :  That 
the  saving  in  maintaining  and  operating,  effected  by 
the  lesser  grades  and  more  direct  alignment,  will  be 
from  40  to  60  per  cent.  ;  and,  4th  :  That  by  its  shorter 
line,  a  diminished  speed  of  trains  will  reach  the  ob- 
jective points  in  the  same  time,  the  saving  of  which 
may  be  taken  as  shown  by  the  same  ratios.  That  is, 
that  practically,  the  cost  of  all  the  expenses  of  running 
a  train  are  nearly  in  the  direct  ratio  of  its  speed. 

When  all  of  the  advantages  over  any,  and  all,  of 
the  existing  and  projected  competing  lines,  are  again 
combined,  the  result  proves  that  3'our  railway  will  not 
only  be  highly  productive  to  its  promoters,  but  will 
also  result  in  great  advantage  to  all  of  its  connecting 
western  and  eastern  lines. 

Both  of  the  existing  railways  which  were  located 
at  an  early  day's  engineering  across  the  Peninsula  of 
Michigan,  encounter  heav}'  grades,  and  it  would  be 
difficult  to  avoid  them  without  radical  changes  in  their 
lines.  The  Goshen  branch  of  the  Southern  Michigan, 
avoids  the  elevation  encountered  upon  the  main  line, 
but  even  it  is  not  far  enough  south  at  its  western  end 


48 


to  secure  the  lowest  grades  for  the  whole  line  between 
Chicago  and  Lake  Erie.  The  extension  of  your  road 
over  that  Peninsula,  is  found  to  be  not  only  shorter 
than  any  of  the  existing  lines,  but  also  susceptible  of 
grades  of  not  exceeding  15  feet.  •  •• 

There  is  a  remarkable  geographical  feature  of  the 
country  through  Central  New  York,  which  must  not 
be  lost  sight  of  in  this  discussion.  The  chain  of  moun- 
tains which  extend  through  Virginia,  Maryland  and 
Pennsylvania,  flatten  down  to  the  low  table  lands  in 
western  New  York,  and  allows  the  vast  volume  of  the 
water  from  the  upper  Lakes,  to  flow  past  its  northern 
boundary  to  the  Atlantic.  Penetrating  this  plateau 
from  the  eastward,  is  the  Mohawk  River,  which  vir- 
tually extends  the  Lake  Erie  plateau,  on  nearly  a  level 
plane,  to  within  a  hundred  miles  of  the  Hudson. 

The  elevation  of  Chicago  is  565  feet  above  New 
York  City ;  hence,  the  planes  connecting  the  two  places 
will  generally  be  in  the  direction  of  the  heaviest  traffic, 
and  gravity  becomes  an  important  assistance  to  the 
railway  tonnage  in  that  direction,  and  therein  differs 
from  the  lines  of  artificial  water  communication  by 
locks,  because  upon  the  latter,  (an  idea  seldom  thought 
of,)  it  costs  as  much  to  go  down  hill  as  it  does  to  go 
up,  much  more  than  it  does  upon  a  level. 

A  line  of  railway  extending  from  Buffalo  to  the 
Hudson  River,  with  grades  which  will  not  exceed  15 
feet,  is  attainable.  Such  a  line  need  not  diverge  from 
existing  or  projected  lines,  except  in  particular  places. 

Tt  then  appears,  that  a  continuous  line  of  railway 
between  Chicago  and  New  Y^ork,  running  over  the 
Canada  Southern  Railway,  may  be  made,  upon  which 
the  maxima  grades  going  eastward,  will  not  exceed  15 
feet  per  mile.     ^^-   -_i ^j- ^ 


49 


This  whole  lino  and  alterations  will  be  built  at  an 
early  day,  and  its  eiYcct  upon  the  through  traflic  will 
form  an  epoch  in  the  history  of  American  railways. 

It  has  been  previously  stated  that  the  cargo  which 
an  engine  of  thirty  tons  will  regularly  haul,  upon  a 
grade  of  15  feet  per  mile,  is  400  tons. 

The  reported  cost  of  running  the  trains,  both  east  and 
west  of  your  line,  over  the  existing  grades,  of  35  feet 
and  upwards,  is  from  one  to  one-and-a-half  dollars  j)er 
mile.  Engines  of  the  same  size  upon  your  road,  will 
haul  twice  as  much  as  is  now  carried  over  the  existing 
roads,  and  at  a  cost  but  little  exceeding  that  now  in- 
curred upon  these  lines,  and  when  new  and  amended 
lines  are  built  westward  to  Chicago  and  eastward  to 
New  York,  on  equally  advantageous  grades  the  cost 
of  transport  between  those  i)oints  will  be  correspond- 
ingly reduced  upon  such  staple  articles  as  grain,  stock, 
oil,  coal  and  lumber,  which  are  constantly  and  regu- 
larly offered  in  large  (luantities  for  the  through  trans- 
port. 

If  the  cost  of  running  the  trains  of  the  existing 
roads  is  taken  at  one  dollar  per  mile,  (which  would  be 
sufficient  to  charge  to  this  class  of  regular  through 
business  that  requires  but  one  handling  at  each  end  of 
nine  hundred  miles,)  the  cost  of  the  transport  of  a 
bushel  of  grain  from  Chicago  to  New  York  will  not 
exceed  22  cents,  and  if  the  cheap  water  transport  of 
the  Hudson  River  is  availed  of,  this  price  may  be  re- 
duced two  cents  per  bushel. 

These  estimates  of  train  expenses  are  based  upon 
the  experience  of  the  ordinary  track  with  iron  rails. 
By  using  steel  on  the  whole  line  between  Chicago  and 
New  York,  the  rails  will  last  iive  times  as  long  as 
those  of  iron,  and  reduce  the  cost  of  the  repairs  of 


60 


the  track  ten  or  fiftjen  per  cent.  The  use  of  steel 
rails  applies  more  particularly^  to  the  Canada  Southern 
Railway,  because  they  will  cost  but  little  more  than 
the  best  iron  rails  do  in  the  United  States. 

Such  rates  as  may  be  reasonably  expected  will  pay 
to  the  Railway  Companies  a  respectable  net  revenue, 
and  when  to  this  is  added  the  saving  of  insurance  and 
the  necessary  storing  and  handling  expenses  and  the 
certain  delivery  of  the  freight  at  the  Atlantic  market, 
within  four  days  after  its  shipment,  at  all  seasons  of 
the  year,  th^  cost  of  transport  by  rail  will  be  so  re- 
duced that  it  cannot  fail  to  give  a  new  impetus  to  the 
trade  between  the  West  and  East  and  prove  highly 
beneficial  to  both  sections  of  the  country. 


Respectfully  submitted, 


WM.  J.  McALPINE, 

Consulting  Engineer. 


New-  York,  February  15,  1871. 


EXTRACTS. 


At  a  meeting  of  the  shareholders  of  the  Grreat 
Western  Railway  Company,  held  in  London,  England, 
in  July  last,  called  to  consider  the  question  of  build- 
ing the  "Loop  Line  ■'  from  Glencoe  to  Cantield,  the 
chairman,  Alderman  Dakin,  now  Lord  Mayor  of 
London,  in  advocating  this  measure,  said,  "  It  must  be 
obvious  to  those  who  have  studied  the  map  which  has 
been  sent  round  to  the  shareholders,  that  if  the  pro- 
ject called  the  Southern  Railway  there  shown  were 
carried  out  in  hostile  hands,  it  would  in  a  very  mate- 
rial degree  affect  the  prosperity  of  this  Company. 
When  we  remember  that  the  revenue  of  this  Company 
is  dependent  upon  its  through  traffic  to  the  extent  of 
two-thirds  of  the  whole  earnings  of  the  line,  and  that 
upon  that  traffic  depends  our  dividend  nd  when  we 
observe  that  the  Southern  railway,  ..  constructed, 
will  have  better  gradients  than  our  own  line,  and  bet- 
ter means  of  transportation  to  New  York,  we  cannot 
but  feel  that  we  are  liable  to  suffer  from  this  project 
most  materially,  if  not  to  be  daujaged  to  an  extent 
which  would  be  irreparable.  Therefore  the  share- 
holders will  see  that  however  reluctant  the  board  may 
be  to  bring  before  them  any  plan  involving  the  ex- 
penditure of  a  large  sum  of  money,  yet.  as  that  is  nec- 
essary to  avoid  a  much  gi'eater  evil,  and  to  prevent 
great  damage  to  their  interests,  we  should  altogether 
have  failed  in  our  duty  if  we  had  omitted  to  bring  the 
matter  before  you  as  we  are  now  doing."     *     ''"     * 


"Now,  this  organization  (the  Canada  Southern)  de- 
})ends  entirely  for  its  being  successfully  carried  out 
upon  the  question  whether  the  municipalities  and 
townships  through  whose  districts  the  line  would  pass, 
will  subscribe  a  million  and  a  half  dollars  as  a  bonus  or 
free  gift  to  those  who  promote  the  line  ;  and  it  is  upon 
the  fulfillment  of  that  condition  the  construction  of 
the  line  is  dependent."         *         *         * 

"  I  am  prepared  to  state  to  the  meeting  that  we  have 
information,  the  latest  advices  having  arrived  this 
morning,  that  the  contribution  thus  to  be  made  is  an 
essential  condition  of  the  construction  of  the  line,  and 
this  entirely  depends  upon  the  vote  which  we  pass 
to-day.  If  the  Company  shall  see  tit  in  consequence 
of  the  considerations  which  are  })laced  before  it,  to  de- 
termine to  make  this  (Loop)  line,  then  the  Canada 
Southern  line  of  Mr.  Thomson  and  his  supporters  will 
at  once  fall  dead  to  the  ground.  If,  on  the  contrary, 
you  imperfectly  support  it,  or  give  it  a  hesitating  or 
a  qualified  assent,  we  have  reason  to  believe  that  such 
is  the  state  of  feeling  in  the  district  that  the  local  i)eo- 
ple  will  at  once  proceed  to  vote  the  necessary  bonuses, 
and  then  those  gentlemen  in  alliance  with  Mr.  Thom- 
son, who,  so  far  as  wealth  is  concerned,  afford  a  suffi- 
cient security  for  their  power  to  do  what  the}'  under- 
take, will  at  once  make  this  line."         *         *         * 

"  If  we  were  to  omit  to  do  what  we  can  to  prevent 
that  line  from  being  made,  it  would  be  one  of  the 
most  fatal  days  for  the  interests  of  the  Great  Western 
of  Canada  that  could  possibly  arise."       *       *       * 

**  If  this  line  wore  built,  it  would  reduce  tlie  Great 


53 


Western,  I  have  no  hesitation  in  saying,  very  much 
to  the  condition  of  a  local  line.  If  it  is  allowed  to  be 
built,  it  will  effectually  cripple  the  through  traffic  upon 
which  our  dividend  mainly  depends.'      * 


* 


Mr.  Sangster,  in  opposition  to  the  construction  of 
the  "Loop  Line,"  remarked  as  follows  :  "Everything 
that  you  have  said  tends  to  urge  us  on  to  make  that 
line  and  to  show  that  some  great  clamity  will  come 
upon  us  if  it  be  not  made.  I  am  of  a  different  opinion. 
When  you  stated  that  this  new  line  is  to  start  from 
Glencoe,  the  idea  flashed  across  my  mind  that  there 
was  once  a  "  massacre  of  Glencoe "'  in  Scotland,  and 
that  if  this  new  railway  is  sanctioned  by  the  share- 
holders of  this  Company,  there  will  propably  be  an- 
other "massacre  of  Glencoe"  in  Canada.  I  think 
there  is  no  necessity  whatever  for  the  making  of  this 
new  line.  ''  *         '^        * 

"  I  have  no  doubt  that  the  immediate  effect  of  the 
present  proposal  will  be  that  our  property  will  be- 
come greatly  depreciated.'         *         *         * 

"I  think  that  if  we  are  to  lay  out  our  money  it 
would  be  better  to  lay  it  out  on  our  present  line  ;  sup- 
posing that  it  w<Mild  cost  the  same  amount,  we  shall 
in  that  case  still  have  the  same  servants  and  the  same 
stations,  and  our  traffic  would  no  doubt  increase. 

The  new  line  which  is  pro})osed,  would  decrease  by 
so  much  the  traffic  on  the  existing  line  ;  we  should 
have  robbed  Peter  to  pay  Paul  by  taking  the  money 
out  of  one  pocket  to  i)ut  it  into  the  other.  I  caution 
the  shareholders  of  this  Company,  aii<l  \  caution  you, 
to  beware  of  what  is  now  contemplated."' 


54 


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^      o/  ^ew    WciA,  ci  f//  l/e  c/Ztce  /c-  /  (/edu/r/^Z/f/ /o/  //aZ  /ia^/c-Jr.    <///ei    ^m 

r%r'm/ /i  4/t//cc/  /o  //e  ccnai/fr?f4  f^f/cidm  n/^fern. 

^ /tt'J    ^jcm/  ,i/r///  nc'/  /eeome  r//ma/cfy  fm/eJ4  eZ  -mrf//  /m'e  /een  d 

jljn  ^efiiimotw  n  hereof,  //^  aai</ %.nyrunj/  /„j  cfu^j^t///'^ 

L 


Cottvters'giii  (1  hy 


s 


aiu; 


^y.^l:^^'i 


,  >- 


t">«^"  v^-  V  -  "^  >^-^  s^'v--^  '^  i-^-  ^'' 


^-^^-1^^-^^^;^^:^^'^^(-^?_-^--^(^ 


*»>^  •^-  \-^  *-^'\^^^, 


P~^t^  >C-'^<<6^'^.  .^^ ««  ^^Jg:^-- 


■^g^^V 


"^  -^  ■"-<  "^^'^  «?-^  ■--•: 


-c^,^^— cT^-t^-? 


•B-iGIST£TiEr'iBoi\t). 


/  //r  CANADA  SOUTHERIT  RAILWAY  COMPANY  ..  nM/e/  /f 

o/  /af//f/f    mcnfi?/    r/  /%?    luJc-mf^fuon    o/    irrfnarm,    i/'necA    ^m    Met/  ^c//fAffny    /fUmf'^e-i 
{MM    (/   pfnual?/,  en    /Ae  yeni    o/  oui   ^cia  cn^  /AcMirfnf/  j/e//e  ////7/r/(//^/  f'?f{/ dt-z,   ff/  //e 

'le  d(7we  /nace  <ieme-arniurt//y  cu  //c  /f)  ii  (m//4  rV  /ffrimrty  r/?n/  Jf^fy  (/  f<fc4  y(/fL 
'^aaJear/te  amount  no/  (ucemnff/  S4'me  '^u//u9f-i  cV  \£l)c//r7U  rn?a  to  Mrf/im  /y  a  li/rea 
?ir/ (//epeiea  /-y  /Ae  t^onrfrA/  '/of/Me:^n  t^^m/f/'^?/  wo/^/Z/rrn?/  /r  // f//u/w  ^.  r^cr//,  y  //^ 
f  c/  S^rew  ^^cid,  ^/tni/ea  './^ff/ej  cV  <S//fffi//fry ,  iJft/i/^od.  ^nn/  {f}f^r//f//r/  /c  m^/n  r/?f(/ //en 
'fi/i,  /(///<ij  ie^'€9ie/^-J,  Ah-ion/  r/na  /f//f/4e  /ilfJfri/y  nfr/  o//^x/^,  /r/?/c//i^i  on^/  r/AAf/^/fnonf^-j 
j/elfi//e  ea^ce/i/  /w  /u/ifoVei  cri  //e  /vc/^  o/  //e  SomAf/ny  <//  //)  r/r/ej/r-ry  ///  //^  .jr/fa  / //// 
'ea{j/<ff/{07i  C'/  r?e'ne^-i/fu  cti/e/eef/  /euon  /y  ///    /U/nye/    f/attf/  y    //e    ^cMArf?/y.         J//(.} 


A 


'  coe/n/ei-J/yffoa  /y  //o  -if? /a  l/'^m/tY'd,  ci  //,//  4e/ece44ci4  en  //e    tJiu)/ 

t^iaent  <IM(/  Cfecte/ali/,    i/i    f/■^■^   <iic<tiff  any    <y    /aHMar y ,    rue    /Af-uttufiri   <<^/e/  ^UHtntt/  <ui<f  ,)fteft/'/(n€. 


xwiAtn. 


f  ifsiilcnt. 


^ 


•V-v..::^  Z  ^jtij  *"     ^^  "*-     -^^  ■^    ^v  ^.^jj;  -"Ir^ 


No. 


FIRST   MORTGAGI 


Condition. 

This  Bond,at  the  option  of  the  hoMer,  will  he  made  a 
Sterling  Bond,  hi/  ajtj>licafio».  at  the  Agenetf  of  the  Com- 
pany in  New  Yorh  or  London,  Enijlund :  ptrincipal 
and  interest  jxiyMe  at  tlm  Company's  Agency  in  Lon- 
don, England,  or  in  the  City  of  New  York,  at  the  rate 
of  two  hundred  pounds  sterling  for  the  principal  of  the 
hand  and  si'>:eti  pounds  sterling  for  each  coapori. 


$1,0 


EMGISTERE 


^rinciiuil  ^imihU  , 


AT  TH 


Union  Trust  Imp 


mm^  01P  is'i 


p.  ^, 


h- 


No. 


^^  ^^-"^.hy:- 


ST   MORTGAGE  7   PER  CENT 


^1,000 


EGISTERED    BOND. 


iltitl  ^iitjMc  ^iin'ij  hi,  1906, 


AT    THK 


\m\  Conjaay  d!  M  Korkp 


mw  m 


p.    ^.    y^. 


COSDITIOS. 

Thisi  Bond  ?',y  unhject  fo  he  redeemed  at  par  in  pur- 
nuance  of  the  Morfgatji-,  as  folhtrK :  A  Kinl'lntj  fwnd 
will  he  estfahlixhed  hi/  the  CoiniKinij  hif  }>'iijiii(/  into  the 
same^  on  or  hefore  the  .v<  rcral  dayx  .ijier/jii d  ht'on:,  the 
several  mimn  helow  stated  ojpoxite  finch  days  reHpectivehj, 
tnid  the  like  anio'fnt  of  hnmlK  n'ill  he  redeemed  out  of 
mid  sinkintj  fund  npim  each  of  xaid  dayn  reftpeet/rely. 
The  particular  hands  .w  to  he  redeemed  in  each  ca^'ic  null 
he  determined  h>/  lot  in  pursuance  of  the  mortyaije,  and 
the  result  of  the  lot  in  each  '-ase  loill  he  published  in  JVew 
York  and  London,  England,  hij  ad oerti semmt  in  a  daily 
•nevspaper  of  each  <f  xaid  cities,  at  least  thirty  days  hi-- 
fore  the  time  of  redemption  ;  from  which  time  interest 
on  the  bonds  designated  shall  cease  to  accrue,  namely : 


TIME  OF  BEDEMPTION. 

AMT.  OF  BOXDS  TO  BE  BEUEEMEU. 

January 
January 
January 

1,  1875 
1,  1876 
1,  1877 

,S  82,000 
87,000 
93,000 

Jannnry 
January 

1,  1878 
1,  1S70 

100.000 
107.000 

January 

1.  1880 

114,0(10 

January 

1,  1881 

122.(MIO 

January 

1.  1882 

i;!L(HH) 

1 

Jauuarj- 

1,  ism: J 

140,(iii(i 

^ 

January 

1.  is,s4 

l.")0.(l(l() 

;; 

JaJiunry 

1.  18,H5 

ICO.ddO 

f 

January 

1.  ISSO 

17-i.OOO 

^i' 

January 
JauiiaiT 

1.  1887 
1.  1888 

1^4,000 

i;kj,(H)o 

] 

Januni'v 

1.    ISS'.I 

•J10.<«MI 

1 

1 

Janimry 
January 

1.   ISill) 

1,  1891 

225,  (M)0 
241.01M 

i 

Janiuiry 

1.  1892 

257,00(1 

January 

1.  1S93 

275,000 

■ 

January 

1.  1894 

295,IKI0 

January 

1.  is;  15 

:U5.(Hi;i 

January 
Jiiniiavy 
Jau'.iary 

1,   189G  ;.       -.- 

1,  1HS)7  -^     ^ 

1,   IS'IS 

.                      :;:',7,(H)(i 
361,000 
;i,Hti.O(Ki 

,  _j. 

.January 
—       January 

1.   1899 

1,  191)0     

4i:i,((H) 
;  _^ : :^-_442,0Oi)       j: 

-r---    - 

January  1,  1901 
_.        January  1,  1902 
January  1,  1903 
January  1,  1904 
January  1.  1905  ?~  ^ 
January  1,  190G 

,;  -                     473,000 
500.0(0 
'"""^J^r              -542,000 
580.(Mj(l 
(yo.l'OO 
tj84,0(«) 

S9,0<JO,000 

("OXDITIOX. 

Thin  Bond  in  unhjeet  in  he  redeemed  at  par  in  pur- 
suance of  the  3[ort<ja<jr,  (IS  folIowH :  A  MnK'iny  fiind 
vjill  he  entahlishid  hi/  the  Coiiijinni/  hi/  yaijiiiij  into  the 
sara'.,  on  or  tiefore  the  s> virot  dai/n  xperijii d  helov\  the 
several  fumif  helow  ctated  opposite  uncli  days  respectivelij. 
on<]  the  like  amount  of  Itondx  ivill  he  redeemed  oiit  of 
said  siiikimj  fund  yipon  eueh  of  said  doyt*  respeetively. 
The  pntrticular  lionds  so  to  he  redeemed  in  each  case  inill 
he  determined  hi/  lot  in  /nwsaanee  of  the  mortymje,  and 
the  result  of  the  lot  in  each  case  icill  he  published  in  JSeic 
York  and  London,  England,  hi/ advertisement  in  a  daily 
newspaper  of  each  <f  said  cities,  at  least  thirty  days  he- 
fore  the  time  of  redemption  ;  from  which  time  interest 
on  the  hands  designated  shall  cease  to  accrue,  namely : 


rniE  OF  KF.DEMPTION. 

AMT.  OF  BONDS   lo  BE  ItrjUEEMEU. 

Jiumary 

1875 

S  82,000 

January 

1870 

87,000 

Jaimary 

1877 

03.000 

January 

1S7S 

100.000 

Jannaiy 
January 

1870 
1880 

107,000 
114,000 

Jiinuavy 

1881 

122.000 

January 

1882 

i:jl.'>') 

January 

1S8:; 

140       1 

January 

1SH4 

150.(...0 

January 

1885 

i(;o.<Mio 

Jaiiuary 

188<; 

172.000 

January 

18S7 

1,S4,000 

January 

1S88 

100.000 

January 

1.S80 

210,000 

January 

1800 

225,000 

January 

1801 

241.0()>) 

Januarv- 

189'J 

257.0011 

January 

I80:i 

275.000 

January 

1S04 

295,  (Mid 

January 

1805 

;',15.(^i;) 

January 
January 

1800 
1807 

301,000 

JauTiary 

ISOS 

;  wo.  000 

January 

1800 

•ii:i,(.oo 

January 

1000 

442.001) 

January 
January 

1001 
10(»2 

473,000 
500,0i!0 

January 

10(W 

542,000 

January 

1004 

580,000 

January 

1905 

020,000 

January 

-'■7 

1900 

()84.0(K» 
$9,000,000 

No.. 


JIM    fP 


M 


•t. 


'*###..  ■  \ 


\ 


.^'Ati.^^'^' 


.lY. 


FIRST   MORTGAGE  7  PER  CENT. 


#1,000 


eOBTFOW  BOSfffli* 


^rinrifiut  §mmhh  ^unij  hi,  1906, 


AT  THK 


Diloi  Tmsl  Eoqaa;  o!  lew  M, 


mww  o: 


P    ^   /' 


^^imr^^. 


■a^    flBST  M01^TQ/^Q£. 


€A1IA®A 


/w«'     /^u^^i    //eief, 


V) 


-r, 

J 

t 


/li(mt)e')  /o  /ecr»    /c    pJ^/i    ^     c/ic/c//,   c/    //^e  /'ecHei  /fe^ee/]  en 

/r/f//(^/   /fwftey,   f//  //ie  Uf/e  c/  -jei-'en    /ui  ceu^  Aei  annum,    /ir/^/, 
Me  iulknaet    fy/  M(  (fn^e^ere  evf/yi6n4    /oi  je/c/f  (n//;ied^.         c/mJ 
^ .//{/// f/f.i  (/  '^c//<f/.j    fffit/  (.J  -Jecuiei/  /y  </    M^eef/  fi/  'z/^uo/,   </a 
3nrat/ur///    "-^c/n/ift^fy  /{■      '//(//(rfm   ^.    '9ic'/^,   c/  //u     €i/y  o/ 
(■/  -Sy/ne^err/ .    y/fu-i/eeo.     mn/  rcmeyfrn/  /o  Mf /^/    f/na    Meti  iucced 


Y( 


y/i 


///////t    /th/(t<f^/ 


■'/'/' 


'//tt-J    tl/iof/(/  f'fta    f///  Me  <ff//f^-i  (/Nff    /erfe///->    oz/'i/Ma'  //. 

\      ('/t/ten  e/  Me  ^e/aei  //e^eoV         r^/rj    '^£cm/ (J  ju/yeey  /o  Me  roneA 

J/ mi    '':!ri( /h/  i/fffM  ft'/  /eceme  oe/mei/ri//  un/et^  e/  j/Kf// /, 

^n  (Tcstimoini  n  hereof,  ^^  ja„/y'.,y.„y 

t'ltiitittrsiiiiiiil  />)' 


J*-:  «■•»*  *-     -!«?v 


:    -K^ 


-^  >     4 -i  A '•*'*--,  r^^.  ■*-. 


-  t*'>^-     -^^    \    ^^    \        'W-   ^ 


?    '^ 


<'..ii|»>n   Xo.  TO.  ^  f  C.Mipoii   .Vo. 


Canada  ^outUrrn  fiailuay  (Toraiiany. 


COUPON    FOR 

THIRTY  FIVE  DOLLARS. 

\       liittii-«l  i«v»l.l«i  Ii-t  4t«v  of  Jaiiiiiry    WW.  at  tho  fxio^i  riii»T 
J      (  o»i»M  OF  .Nkw  Yniiij  in  thv  Cilj  of  Stu  Vork,  oii  Kir»i       j 
Mnrtifn^r*  (\tuiH>n  Btmil  Nw.  ;  ) 


I    C'aitada  *^i)utitrrn  ^lailuaii  Comiianu. 


j»»_yK- —    1*'^"-t'    *■**-    ^ 


■••MMMMMi 


on. 


% 


u  P  o  ij  r  r  R 
THIRTY-FIVE  DOLLARS. 

j       IntiTi'vt  purabli'  Ul  ilny  of  July.   HHli,  at  tbi-  I'sius  Tkiht 
i^iMPASY  np  Sk»    ^ctHK.  in  tl)«  City  of  New   Yi>rk    ou  FIrvt 
I  ,      Mnrliiajp*  I'ouptm  liuttd  Nu, 

S35.  '■■•'■"" 


>,^  ^  -^ 


A-a^<«t, 


r.^ 


-», ^  ^  ^  ^AK  ^^^^y^^m.^ ,^-^< ,, ^,  ^^-^    , 


Coufoi^  Bomb. 


f 


K' 


//^S',  //^///'  CAITADA  SOUTHERN  RAILWAY  COMPANY  a;  ,,,^4 /'/,,/  /<    /c/u   M  PA^r^.  a    K. 

n  Me  /fU^  affy  c/  p7?ie/aif/,  rn  me  »eai  c/  ce/i  ^o la  (tie  /mefjee/tf/  iftne  /t</m/f((/ ana  <ieu;,  a/  Me 
</  ^/f/u  c/  '  rew  ^MoMj  M ne/ee/  ty/a/e-3  c/  tSawetica,  UfM  (7i/e'fe')/  MeHfff  en  Me  /fiean^twe,  en  /ent 
f/a/^'/e  a/  Me  4(/Me  /i/ace  ■Jeme-anefuee/a/  e?{  Me  /c(j/  aeead  o/  /anuaiy  a/a/  /fMy  <■/  earn  ueai,  en 
f^J  cWene/  ei  one  c/  a  4eHe<i  eMue*/  aner  /o  re  iMuee/  /o  an  e/aaleaa^e  a/nouf//  no/  ejceef/ena  ferine 
/a/e(/  Me  //V/eenM  aa»  e7  £i)eeeMfe4,  ^^970,  aa/a  ej^eea/ea  e/ne/  ae/ff  eiee/  /y  M^-  ^e/ne/e/ee  ■ /ce^Meln 
''  ??v/f«^,  ^y/rz/e  r/  PJ'enndmi'anat ,  ana  -^enuon  ^cj  .  (V  Me  ^f/f  r/  ^'rew  ^McM'.  tS ne/ee/  ■  Ma/et 
"■e-J-JOi-)    /n    M(     o////:>/.    Me    ^/fu/aaa  oY  Me    oaea    ^o/a/tana,    t/.i  /an</j,   /( M).   /eeynae),  /He-jen/  een<( 


Mrhj/h /n    j/fM  /ar).j  /y.  e/eui-'eh/.  L/^iJ    Sejcna  (■)  cc>u:ei/(//e    into    a    Sicee/ti/f <t(/  -jior'na    a/    Mft 

h/z/h  n-i  enaoliee/  //eieen 
/fa lie  reen  rcfen/efta/aee/  ey  Me'-iffee/Kyiu^i/ee-J,   oi  Me/i  dieere-J'ieid  (n  Mf    .////V 

'ly    /ici'j    tiift-itfr   //j    roy/ir<t/r    4t)i/  /o    fie    Arl>  f-    a//iara,    tif    <srcie    (&/«»,    tfi    /ne     t./fft'/tter    </    C  f,/uin-       ^ i Minn  n    </  rriiii/f/e4.     a/'il    e/e    uimr 
frj   </  <e,i     •^fu.itarnf  <in<r    ■./(cfternu,    tn    //'<4   it f< na  an u    t/     /anuatu     c^ic    //iiuiitmie  tnj/f/  Attii<eifif  uti'f  .irKHe'/  tut 


i 


I* 


x> 


n 

Ml* 


s 


JTiustfcs. 


yrfsidrut. 

§frrftnri|. 

■•-^ ,  -*^  ,5-.  .-^^  ^  A-*^  ./•"ik'A  **  '••^ 


5^ 


'.  .<•.  I.  <n<in -n»orj»iairai»r»ip»^grf  in»<t,!<|^ 
<  'on  J'""    Vo.  HH.  '^ 


c"'aniul;i  Southern ^alUraiiComiiamj.   \ 

COUPON    FOR 

THIRTY-FIVE  DOLLARS.         . 


CfKvAW  nr  \>w  Ynriit.   in  the  *Mt.v  of  N>w  York,  on   Kii-*' 


Coupon  Xo.  «I7. 


'!      11 


)  Olaiiada  i^outbrrn  ^iaUunu  Compnnu. 

,^  r'ii  t  D/\  111     c  r\o 


JUL  U'^  V-  KJ'-  i-J  -.ij 'tJ%» 


|-=^' 


COUPON    fOR 

THIRTY-FIVE  DOLLARS. 


9"  i^tmtmn  No.  «»«>.  '  ; 

C'anada  *^outhrrn  ^ailuaii  (Tompanii.    \ 

COUPON  roR 

THIRTY-FIVE  DOLLARS 


Int>'i''<t   parahir  l«t  liav  nl  Julr.  IK  4,  »l  thf   l'»io»   I'msr     r  i  .     Iiu.-r«-t  (tiyilil.'  !•'  Uy  ol  JanuHnr.  ItMM.  »t  Iht  Lsilo.1  TKiir 

!     OiMP.iNr  or  SkW  Yn»«.  in  <h«  Cltjr  of  N«w  York,  on  Flr»t     f  i'..ilf«vv  op  V«w  Vom.   In  tb*  City  of  New  York    ud   FIrrt 

'     Morliri«e  roujwin  B..n<l  Vo  f  '     M"rt|f««-  l'..u|i..i.  lu.art  V.i 


1 


^35 


No. 


:.l    MM 


COXDITIOX. 

This  Bonihat  the  option  of  tin'  hoUer,  will  he  vuide  a 
SlerliiKj  Bond,  h;/  application  at  the  Agency  of  the  Com- 
pany hi  New  Yorl-  or  London,  England:  principal 
anil  intfi-ext  payable  at  the  Company's  Agency  in  Lon- 
don. England,  or  in  the  City  of  Sew  lork,  at  the  rate 
of  two  hundred  pounds  sterling  for  the  principal  of  the 
bond  and  seven  pounds  sterling  for  each  coupon. 


FIRST   MORTGAGE  7 


$il,OC 


jgrmtiiiiil  ^iwMc  S 


AT   TIIK 


Uiioi  Tiusi  CoailaB] 


€ITY  OF  KKl 


V  ^ 


rGAGE  7  PER  CENT. 
1,000 

OK   BOKB* 


mibh  ^miij  ht,  WiW, 


AT   TlIK 


oopaiy  0!  New  h:\, 


r  SiHVr  YOVLK, 


J  ^  ^, 


Condition. 
Thin  Biihd  ix  suhject  to  he  redeemed  at  par  in  pin'- 
nuanee  of  the  Mortc/iuje,  a.i  fuUows :  A  .sinkimj  fi'ivd 
will  be  entahlhlied  hy  the  Company  hy  paying  into  the 
mim,  on  or  before  the  ncveral  days  specif  ed  below,  the 
■several  tutms  Mow  dated  opjxmte  such  days  rexpeeticely. 
Olid  the  tike  amount  <f  bondis  n-iU  l>e  redeemed  out  of 
mid  sinhinij  fund  upon  each  of  mid  day«  re^jjeeticely. 
The  j)artictdar  /londf  xo  to  be  redeemed  in  e^irh  case  will 
be  determined  by  lot  in  pursuance  of  the  morfyayc,  and 
the  result  of  the  lot  in  each  ca«e  will  be  published  in  New 
York  and  London,  Enyland,  hyaih-ertisem,  nt  in  a  daily 
newsjxtjjer  of  lorh  (f  said  cities,  at  Uast  thirty  days  be 
fore  the  time  of  redemption  ;  from  which  time  interest 
on  the  bondi  designated  shall  cease  to  accrue,  namely  : 


TIM  K  <  IF  REDI    I PTK  >N . 

.riinuiiry  1,  187r> 

.Tiiim:iry  1,  1H7(> 

Juiiuiiry  1,  1877 

Jiiuuiiry  1,  1H78 

Jiinuury  1,  187'.t 

Jiiiiiuiiy  1,  1H.S0 

Jiiiiimiy  1 ,  ISISI 

.l;inii!iiv  1,  ISK'i 

.laiituiiy  1,  isxn 

tJiiiiiiiiry  1.  1884 

.laiiin.ry  I.  1885 

.laiiii;iiy  1,  Isi^ti 

.Iiiuiiiiry  1.  li^K' 

.liiuimry  1,  1^8H 

Jiinuary  1,  I88',l 

.Iniiu^iiy  i.  I.S'.H) 

.la'miiiiy  1,  IV'I 

Jiiuuiiry  I,  18'.I2 

Jiiuuiiry  1,  IH'.K! 

.liiiiuiiiy  1,  I8<.t4 

■luiumiy  I.  18'.'.'( 

.Imihuu-n  1.  1H!«1 

.Iiiiiiii.iy  I.  18'.»7 

.Iiiliiliiry  1.  18'.(M 

.Jnuuaiy  1.  18;i'.) 

.Iiimmiy  1.  IVix) 

Juuuiiiy  1.  I'.HIl 

jttiitiMiy  1,  imw 

.Jimii:iry  I.  I'.tal 

.Iiuiimiy  1.  I'.'iH 

.liiiitiiuy  I.  l''ii'' 

.Iiiniiaiv  1,  r.KKi 


AMT.  OK  ItOMiS  TO  HE  KEUEEMBU. 

87.000 
',t3,000 

loo.mx) 

107,0(0 
114,0(10 
122,000 
131. (MX! 
UO.IKH) 

ir.(MH.Ki 

HHt.lKHI 
172,000 
1S4,(MMI 
r.Mi.lHHI 
210,(KN) 
22.'),(MIO 
.241,tMM) 
•257, <•()(» 
275,(100 
2'J5,0(KI 

:il5,t>0(i 

;t:i7,<HH( 

;ii)l,o(H) 

;iH('..(io<» 

413,000 

442.IN10      " 

47;l,Oi>i> 

.'•i(Ni,000 ^- 

542.000 
.5NO,000 
(!20,0t)0 
U-il.(lOO 


ftl.000.IHIU 


'\ 


Condition. 

Thif<  Bond  is  subject  to  he  redeemed  at  par  in  pur- 
suance of -the  Mortgage,  as  follows  :  A  sinking  fund 
will  he  established  by  the  Company  by  paying  into  the 
same,  on  or  before  the  several  days  sjjecified  below,  the 
several  sums  below  stated  opposite  such  days  respectively, 
and  the  like  amount  of  bonds  will  be  red«emed  out  of 
said  sinking  fund  upon  each  of  said  days  respectively. 
IVie  particular  hands  so  to  he  redeemed  in  each  case  will 
he  det^^rmitied  by  lot  in  pursuance  of  the  mortgage,  and 
the  result  of  the  lot  In  each  casi;  will  be  j^ublishrd  in  New 
York  and  London,  England,  by  admrtisenunt  in  a  daily 
newspaper  of  each  of  said  cities,  'it  least  thirty  days  be- 
fore the  time  of  redemption  /  from  which  time  interest 
on  the  bonds  designated  shall  cease  to  accrue,  namely : 


TIMK  OF  REDEMPTION. 

AilT.  OF  BONDS  TO  HE  1{EDEEME1>. 

Januiiry 

1.  1875 

S  82,000 

Jaiiiiitry 

1,  1870 

87,000 

.TaiiUiirj' 

1,  1877 

03,000 

Jauiiary 

1,  1878 

100,000 

J.iniMi-y 

1,  1870 

107,010 

.Tiiinuuy 

1.  1880 

114,0110 

1 
i 

Jiuiuaiy 

1,  1881 

122,000 

I 

Jnniiiiry 

1,  1882 

IMl.OOit 

! 

Juimaiy 

1.  Jss:; 

140,011(1 

1 
i 

January 

1,  1S84 

150,000 

I 

January 

1.  1885 

lOO.OUO 

January 

1,  ISMO 

172,(100 

January 

1,  lh87 

1S4.(»0(I 

Jiinuary 

1,  1888 

iO(;,(K»o 

1 

Januai'y 

1,  l.sSO 

210,(1(10 

January 

i.  InOO 

225,0(10 

January 

1.  1801 

.241,0(10 

; 

January 

1.  1802 

257,(I(M» 

January 

1,  IH'.K} 

275,000 

January 

1,  1804 

205,000 

; 

January 

1.  1805 

:U5,ooo 

I 
I 

Jaiuuiry 

1,  IHOO 

3:J7,(too 

January 

1,  1807 

361,0(10 

January 

1,  180H 

380.  WW 

January 

1,  1800 

413,(R)0 

January 

1.  1000 

442,000 

January 

1,  1001 

473,0(10 

Janu.iiy 

1,  lOO'i 

50(5,000 

.lanuiuy 

1.  loo;"! 

542,000 

.liinuary 

1.  101)1 

58<».0OO 

January 

1.  1005 

(120,000 

January 

1.  lOOf. 

(kS4.(«)0 

!Si:'.(KV).l>tM) 

—    — ■■ 

M  0  11  T  G  A  G  E 


This  Ixdentt'RE,  niadc^  tliis  lifteentli  day  of  Decembci- 
in  the  year  of  our  Lord  One  thousand  eiulit  hundred  and 
seventy,  between  the  Canada  Soitiikux  IIailway  Com- 
pany, a  body  politic  and  corporate,  duly  incoiporated 
by  the  Legislature  of  the  Province  of  Ontario,  in  the 
Dominion  of  Canada,  of  the  first  part,  and  Willtam 
Lawukn<'K  Scott,  ofthe  City  of  Erie,  Stat<M)f  Pennsylva- 
nia, Banker,  and  Kknvon  Cox,  of  the  City  and  State  of 
New  York,  Uiiited  States  of  Aiut^rica,  Banker,  Trustees 
as  hereinaft(^i'  mentioned  of  the  second  part : 

WiiKitKAs,  The  Canada  Southern  Railway  Com])any, . 
under  the  powers  conferred  by  the  several  statutes  relat- 
ing- thereto,  have  commenced  and  are  engaged  in  the 
construction  of  their  line  of  Railway  in  the  Piovince  of 
Ontario,  which,  by  the  said  statutes,  they  are  duly 
autlKtrized  to  construct  from  a  ])oint  in  the  Township  of 
Bi'itie,  near  the  A'illage  of  Fort  Erie.  i)assing  through  the 
Town  (»f  St.  Thomas,  to  some  point  in  the  County  of 
Essex,  in  or  near  the  Town  of  Sandwich,  or  the  Town  of 
Windsor,  and  also  to  some  point  in  or  near  the  Town  of 
Amherstburg  in  the  same  County,  and  also  to  a  point  (m 
the  River  St.  Clair,  in  the  Township  of  Moore,  in  the 
County  of  Lambton  ;  and  whereas,  to  enable  the  said 
C(mii)any  moiv  readily  to  complete  its  said  undertaking, 
the  said  Company  hath  lesolved  to  borrow  under  the 
])rovisions  ofthe  Railway  Act,  and  to  issue  ]?onds  for  an 
amount  not  to  exceed  in  the  aggregate  tlie  sum  of  Nine 
millions  of  (h)Ihirs,  nor  moie  than  Tliiity  thou.sind  dol- 
lars ])er  mile  of  l^iilway  to  be  constructed,  and  to  secuie 
the  payment  of  the  said  Bonds,  with  inti'rest.  by  the 
Mortgage,  ^)ledgeand  hy})othecation  of  the  said  Railway, 
its  lands,  tolls,  revenues.  ])resent  and  future  property  and 
effects,  franchis<'s  and  apuurtenaiu-es  ; 


58 


And  Wiikkkas,  the  said  Bonds,  so  to  be  issued  by  the 
said  Coini)an3',  are  to  be  certilied  by  the  countersigning 
thereof  by  tlie  parties  of  the  second  part,  or  the  Trustees 
for  tlie  time  being  of  tliese  presents,  and  such  counter- 
signing sliall  be  evidence  tliat  sucli  Bonds  are  of  the  issue 
intended  to  be  secured  by  tliis  Moitgage,  and  are  to  be  of 
tlie  nature  and  effect  following,  that  is  to  saj' :  First,  reg- 
istered Bonds  of  the  denomination  of  one  thousand  dol- 
lars, transferable  only  on  the  rt^gister  of  the  Company, 
and.  Secondly,  Bonds  with  Coupons  attached,  payable 
to  John  F.  Tracy,  or  bearer,  of  the  denomination  of  one 
thousand  dollars.  Each  class  of  Bonds  to  be  payable  in 
lawful  m<mey  of  the  Dcmiinion  of  Canada,  in  tlie  said  City 
of  New  York,  on  the  hrst  day  of  January,  in  the  year 
one  thousand  nine  hundred  and  six,  with  interest  in  the 
meantime  at  the  rate  of  seven  per  centum  per  annum, 
payable  in  like  lawful  money  of  the  Dominion  of  Canada, 
half-yearly,  in  the  said  City  of  New  York,  on  the  lirst 
days  of  January  and  -Inly  in  each  year  ;  with  a  provision 
that  at  any  time  all  or  any  part  of  the  said  Bonds,  at  the 
option  of  the  holder,  will  be  made  Stei-ling  Bonds,  paya- 
ble in  Sterling  Monej'  of  Great  Britain,  in  London,  Eng- 
land, or  in  the  City  of  New  York,  at  tlu^  rate  of  two  hun- 
dred ])ounds  Sterling  for  eveiy  bond,  and  seven  pounds 
Sterling  for  each  half-year's  inteiest  or  coupon  ;  and  such 
Stei'ling  Bonds  shall  carry  all  privileges  of  conversion  or 
otherwise  as  fully  as  the  Bonds  originally  issued  or  in- 
tjended  to  be  issued,  under  these  presents  : 

Am)  Wheijeas,  the  said  Railway  Company  hath 
agreed  to  execute  these  i)resents  as  and  for  a  first  mort- 
gage to  se<'ure  the  said  issue  of  the  Bonds  aforesaid,  be- 
ing strictly  limited  to  the  sum  of  Nine  millions  of  dollars 
in  the  aggregate,  and  the  said  sum  of  Thirty  thousand 
dollars  per  mile  of  i-ailway  to  be  <'(mstructed  ; 

Now  TiiKUKFOKE,  these  presents  wit;ness  that  for  the 
purpose  of  securing  the  ])aynient  of  the  said  Bonds,  be- 
ing in  all  the  said  sum  of  Nine  millions  of  dollars,  limited 


59 

as  aforesaid,  with  interest  as  aforesaid,  and  for  the  fur- 
ther consideration  of  one  dollar  in  hand  i)aid  by  the  par- 
ties of  the  second  ]iart  to  the  ]):\rty  of  the  first  part,  the 
recei])t  whereof  is  hereby  acknowledged,  the  i)arty  of  the 
first  part  hath  granted,  bargained  and  sold,  and  by  these 
presents  doth  grant,  bargain  and  sell  nnto  th*^  said  parties 
of  the  second  pait,  their  heirs  and  assigns,  and  to  their 
successors  in  the  trust,  all  the  following,  ])resent  and  fu- 
ture to  be  acquired  estate  and  pro]-erty  of  the  said  Com- 
pany ;  that  is  to  say,  their  Railway  and  undertaking 
made,  in  course  of  construction,  and  to  be  made  between 
its  terminus  in  the  township  of  Bertie,  near  the  yillage  of 
Fort  Ph'ie  aforesaid,  to  its  respective  tt^rmi  ni  at  or  near  the 
towns  of  Sandwich,  AVindsor,  and  Aniherstburg,  afore- 
said ;  and  also  to  its  terminus  on  the  St.  Clair  River,  in 
the  township  of  Moor<%  aforesaid ;  and  being  situate  in 
the  following  counti<'s,  that  is  to  say :  Welland,  Haldi- 
mand,  Oxford,  Norfolk,  Elgin.  K^nt.  ?'ssex,  ^fiddlesex 
and  Lambton,  all  in  the  Province  of  Ontario,  and  Domin- 
ion of  ('anada  ;  including  the  right  of  way,  and  the  land 
occupied  thereby  :  together  with  tin*  su]»erstructure  and 
tracks  theivcm,  or  to  be  thereon  ;  and  all  iron  mils,  ties 
and  other  matei'ials  placed  or  to  be  ])laced  or  used  thereon, 
procured  or  to  be  })rocuied  therefoi-.  and  all  bridges,  via- 
ducts, culverts,  fences,  stations,  station  grouiuls,  build- 
ings and  (Mecti<ms  thereon,  and  all  machine  shops  and 
other  shops  held  or  accpiired  for  use,  in  ccmnection  with 
said  Railway  or  the  liusiness  thereof:  and  including  also 
all  locomotives,  tenders,  cars  and  other  lolling  stock  or 
equi])m<'nt  ;  aiul  all  machinery,  tools,  implements,  fuel 
and  materials  for  the  constructing,  operating,  re])airing 
or  replacing  the  said  Railway  or  any  part  tliereof,  or  any 
of  its  equipments  or  ap])nrtenances  :  whether  now  held 
or  at  any  time  hereafter  actpiiied,  all  of  wliich  things  are 
hereby  declared  to  be  a])})iirtenances  and  tixtures  of  the 
said  Railway,  and  to  be  included  in  and  to  pass  by  these 
presents  ;  and  also  all  franchises  connected  Avith  or  relat- 
ing to  the  said  Railway,  or  the  consti'uction.  maintenanct", 
or  use  thereof,  now  held  or  liereafter  ac(piired  by  the  said 


60 


party  oftlie  first  jmrt,  and  all  corporate  and  other  fran- 
chises which  arc  now  or  may  be  liereafter  possessed  or 
exercised  by  tlie  said  party  of  the  first  part;  together 
witli  all  and  sinu'ular  the  tenements,  hereditaments  and 
appurtenances  thereunto  belonging,  or  in  any  wise  apper- 
taining, and  the  revt'rsions,  remainders,  tolls,  incomes, 
rents,  issues  and  i)rofits  thereof,  and  all  the  estate,  right, 
title,  interest,  i)r()perty,  possessi(m,  claim  and  demand 
whatsoever,  as  well  in  law  as  in  equity,  of  the  said  l)arty 
of  tile  first  pai't  of.  in  and  to  the  same,  and  any  and  every 
]>art  tluM-eof  with  the  appurtenances.  To  have  and  to 
hold  the  said  in-emises  and  every  part  thereof  until  the 
said  i)arties  of  the  second  part,  as  joint  tenants  and  not 
as  tenants  in  connnon,  and  the  survivor  of  them,  and  to 
the  heirs  and  assigns  of  such  survivors,  and  to  their  suc- 
cessors in  the  trust,  to  the  (mly  })roi)ei-  use  and  behoof  of 
the  said  i)arties  of  the  second  part,  and  of  the  survivor 
of  them,  and  of  the  heirs  and  assigns  of  such  survivor, 
and  to  theii-  successors  in  the  trust ;  but  nevertheless 
u]K)n  the  trusts,  and  for  tlie  2)urposes  herein  expressed, 
that  is  to  say  : 

Firf(t. — Until  default  shall  be  made  in  the  pajnient  of 
princijjal  or  interest  of  the  said  Bonds  or  some  of  them, 
or  until  default  shall  be  made  in  respect  to  something 
herein  r(H|uired  to  be  dom^  or  kept  by  the  Canada  ^^outh- 
ern  Railway  Com])any,  the  said  Railway  Company  shall 
be  suffered  and  i)ermitted  to  possess,  operate,  manage 
and  enjoy  the  said  Railway  with  its  equipments  and 
appurtenances,  and  to  take  and  use  the  rents,  incomes, 
profits,  tolls  and  issues  thereof,  in  th<>  same  nuniner  and 
with  the  same  effect  as  if  this  deed  had  not  been  executed. 

Scroud. — In  case  default  shall  be  made  in  the]yayment 
of  anv  interest  <m  anv  of  the  afoiesaid  Bonds  issued,  or 
to  be  issued,  according  to  the  tenor  thereof,  or  in  any 
requirement  to  be  d(me  or  ke})t  by  the  Canada  Southern 
Railway  Company,  and  if  siu'h  default  shall  continue  f'oi- 


61 


the  period  of  six  nioiitlis,  it  shall  be  lawful  for  the  said 
Trustees  or  the  survivor  of  thiMu  or  their  or  his  successors, 
personally  or  by  their  or  his  attorneys  or  agents,  to  enter 
into  and  npon  all  and  singular  the  premises  hereby  eon- 
vej'ed,  or  intended  so  to  be,  and  each  and  every  part 
thereof,  and  to  have,  hold  and  use  the  same,  operatiug, 
b}'  their  or  his  superintendents,  managers,  receiv<'is  or 
servants,  or  other  attornejs  or  agents,  the  said  Railway 
and  <'onducting  the  business  thereof  and  making  from 
time  to  time  all  repairs  and  replacements,  and  such  use- 
ful altcraticms,  additicms,  and  imi)rovements  then^to.  as 
may  seem  to  them  or  him  to  be  Judicious,  and  to  collect 
and  receive  all  tolls,  freights,  incomes,  rents,  issues  and 
profits  of  the  same  and  of  ever}-  i)art  thereof,  and  after 
deducting  the  expenses  of  operating  the  said  Railway 
and  conducting  its  business  and  all  of  the  said  rei)airs, 
re})lacements,  alterations,  additions,  and  improvements, 
and  all  payments  which  may  be  made  for  taxes  or  assess- 
ments, prior  to  the  lien'of  tiiese  presents,  upon  the  same 
premises  or  any  part  thereof,  as  well  as  a  just  conipensa- 
ti(m  for  their  or  his  own  services,  to  apply  the  moneys 
ailsing  as  aforesaid  to  the  payment  of  interest  in  the  order 
in  which  such  interest  shall  have  IxTome  dueor  shall  be- 
come due,  ratably  to  the  persons  entitled  thereto ;  and  after 
paying  all  interest  which  shall  have  become  due,  to  a})ply 
the  same  to  the  satisfaction  of  the  princii)al  of  the  afore- 
said Bonds,  which  maybe  at  liuit  time  due  and  payable, 
ratably  and  without  discrimiiuition  or  preference  ;  and 
after  the  said  interest  and  principal  so  in  default  shall 
have  been  fully  paid,  then  the  said  Trustees  shall  restore 
the  possession  of  the  Railway  with  its  franchises  and 
appurtenances  to  the  said  Railway  Compau}'  and  its 
successors. 


Third. — The  Canada  Southern  Railway  Com])any 
shall,  from  time  to  time  and  at  all  times  hereafter,  and  as 
often  as  thereunto  requested  l)y  the  Trustees,  execute, 
acknowledgf^  and  d«'liver  all  such  fmther  deeds,  convey- 


aiiccs  mid  assniunct's  in  tlif  law  foi-  tlu'  better  assuring 
unto  tlu'  Trustees  and  tlieir  successors  in  the  trust  hereby 
created  upon  the  trusts  herein  expressed,  the  said  Rail- 
way, vvitli  tlu'  equi])inent  and  appurtenances  liereinbefore 
mentioned  or  intended  so  to  be,  and  all  otlier  property 
and  effects  whatsoever  which  ma}'  at  any  time  hereafter 
be  ac(piir«'d  for  use  in  ('(mnection  with  the  said  Railway 
or  any  ])art  thereof,  and  all  franchises  now  h(4d  or  here- 
after acquired,  as  by  the  Trustees  or  the  survivor  of  them 
or  their  successors,  or  by  tlieir  or  his  counsel  learned  in 
the  law.  shall  l)e  reasonably  advised,  devised  or  required. 

Fourth. — The  Board  of  Directors  of  the  Canada  South- 
ern Railway  Com})any  may,  from  time  to  time,  hj  resolu- 
tion, require  the  said  Trustees  to  convey,  l)y  way  of 
release  or  otherwise,  to  discharge  from  the  operation  of 
these  presents,  auy  lands  acquired  or  held  for  the  purposes 
of  stations,  depots,  shops,  or  otlier  buildings  or  jiremises 
connected  therewith,  or  which  may  be  held  for  the  supply 
of  fuel,  gravel,  or  (tther  material,  or  any  lands  which  may 
have  become  disused  by  reason  of  a  deviation  in  tlie  said 
line,  or  of  a  change  of  the  location  of  any  station  house, 
de])ot,  shop  or  other  building  or  premises,  or  any  lands 
wliicli  thesaid  Board  of  Directors  may  deem  it  expedient  to 
disuse  or  abandon,  by  reason  of  such  deviation  or  change; 
and  whicli  lands  respectively  shall,  by  resolution  of  the 
said  Board,  be  declared  to  be  unnecessary  for  the  purposes 
and  l)usiness  of  the  said  Compain* ;  and  in  every  such 
case  the  said  Trustees,  when  so  required,  shall  execute  such 
rt^eases  and  discharges  accordingly  ;  and  it  is  hereby  de- 
clai>'d  that  any  lands  which  may  be  acquired  in  substitu- 
tion for  lands  so  released  or  discharged,  as  well  as  any 
lands  subsequently  acquired  by  the  said  Company  for  the 
use  or  convenience  of  its  Railway,  or  in  connection  there- 
with, shall  be  de(Mn(Hl  to  come  within  the  operation  of 
these  presents,  and  to  be  included  therein,  and  shall  be 
conveyed  to  and  li<4d  by  the  said  Trustees,  upon  the 
trusts  of  these  presents  ;  and  it  is  furtluM'  declared,  tliat 
thesaid  Conq)any  may.  from  time  to  time,  sell  or  dispose 


63 


of  any  part  of  the  equipment,  rolling  stock,  niacliinery, 
implements  or  materials  at  any  time  held  or  acquired  for 
the  use  or  x)urposes  of  said  Railway,  as  may,  by  res<  na- 
tion of  the  Board  of  Directors,  be  declared  to  be  no  longer 
usefid  or  necessary  for  th<^  said  Company's  business,  and 
any  new  or  subsequently  acquired  equipment,  rolling 
stock,  machiner}',  implements  and  materials,  shall  come 
within  and  be  subject  to  these  presents. 

Fifth. — If  the  said  Canada  Southern  Railway  Com- 
pany shall  well  and  truly  pay  the  sums  of  money  re- 
quired to  be  paid  b}'  the  said  Company,  and  all  interest 
thereon  according  to  the  tenor  and  effect  of  said  Bonds, 
and  shall  w'ell  and  truly  keep  and  perform  all  things 
herein  rei^uired  to  be  ke})t  or  performed  by  the  said  Com- 
pany, according  to  the  true  intent  and  meaning  of  these 
presents,  or  if  tlie  said  Bonds  and  interest  payable 
thereon  become  in  anywise  i)aid  or  satisfied,  then  in  that 
case  the  estate,  riglit,  title  and  interest  of  the  said  parties 
of  the  second  part,  and  of  their  successors  in  the  trust 
hereby  created,  shall  cease,  determine,  and  become  void, 
otherwise  the  same  shall  be  and  renuiin  in  full  force  and 
virtue. 

Sixth. — It  is  mutually  agreed  by  and  between  the  par- 
ties hereto  that  the  word  Trustees  as  used  in  these  presents 
shall  be  constriu^d  to  mean  the  Trustees  for  the  tune 
being,  whether  one  or  both  be  original  or  new,  and  when- 
ever a  vacancy  shall  exist  to  mean  the  su^-vivor  or  con- 
tinuing Trustee,  and  such  Trustee  slia'  ,  during  such 
vacancy,  be  competent  to  exercise  all  the  powers  granted 
by  these  presents,  to  the  parties  of  the  second  part ;  and 
it  is  mutually  agreed,  by  and  between  the  parties  hereto, 
as  a  condition  on  which  tlie  parties  of  the  second  part 
have  assented  to  these  presents,  that  tlie  said  Trustees 
shall  not  in  any  nuinner  be  responsible  for  any  default  or 
misconduct  of  each  other ;  and  that  the  said  Trustees 
shall  be  entitled  to  just  compensation  for  all  services 
which  they  may  hereafter  render  in  their  trust,  to  be  paid 


64 


by  the  said  Comi)any  ;  niul  that  citlifi'  oK  the  said  Trus- 
tees or  any  successoi  may  rt'sjnii  and  discharge  liiiiisclf 
of  the  trust  created  by  these  presents  by  notice  in  \vritin<:;  to 
tlie  said  ('aiuuhi  Southern  Railway  Conii»any,  aiul  to  the 
existini;-  Trustee,  if  there  bt-  sucii,  nint^ty  days  before  sucli 
resignation  shall  take  ett'ect,  or  such  shorter  notice  as  they 
may  accej)t  as  adecjuate  notice  and  upon  the  due  execu- 
tion by  liini  of  tlu^  conveyances  hereiiuifter  required  ;  and 
tliat  the  said  Trustees  or  either  of  them  may  be  removed 
by  the  vote  of  a  nuijority  in  interest  of  tlu'  iiolders  of  the 
aforesaid  Boiulsthen  outstanding,  the  said  vote  being  had 
at  a  meeting  called  by  the  hokh^rs  of  at  least  Five  hundred 
thousand  (hdlars  of  said  Bonds,  by  advertisement  pub- 
lished for  six  consecutive  weeks,  by  insertion  once  per 
week  in  a  daily  newspai)er  of  large  cii'cuhition  in  the 
cities  of  New  York  and  Toronto,  respectively,  and  at  said 
meeting  said  b<mdholders  may  vote  in  person  or  by  proxy, 
and  their  said  vote  sliall  be  attested  by  an  instrument 
undtn-  the  hands  and  seals  of  the  persons  or  their  proxies 
so  voting  ;  and  tluit  in  case  at  any  time  hereafter  either  of 
tile  said  Trustees  or  any  Trustee  hereafter  appointed,  shall 
die  or  resign  or  be  removed  as  herein  provided,  or  by  a 
Court  of  competent  j  urisdiction,  or  shall  become  incapable 
or  unfit  to  act  in  the  said  trust,  a  successor  to  such  Trustee 
shall  be  a])pointed  by  the  Board  of  Directors  of  the  said 
Railway  Company,  with  the  consent  of  the  holders  for 
the  time  being  of  a  ma/iority  in  interest  of  the  said  Bonds, 
evidenced  by  any  writing  to  that  eftect  from  them  res- 
pectively, or  with  the  consent  of  a  meeting  duly  held  of 
the  said  bondholders,  called  after  advertisement  in  that 
behalf.  ])ublished  for  the  time  and  in  the  manner  herein- 
before meiitiom^d,  and  the  Trustee  or  Trustees  so  ap- 
pointed, with  any  Trustee  so  surviving  or  continuing, 
shall  thereu])on  l)ec(mie  vested  with  all  the  powers, 
authoi'ities  and  estates  granted  to  or  conferred  upon  the 
jiarties  of  the  second  part  bj-  these  presents,  and  all  the 
rights  and  interests  requisite  to  enable  him  to  execute 
the  purposes  of  this  trust  without  any  further  assurance 
or  conveyance  so  far  as  such  effect  nun'  be  lawful  ;  but 


(Jf) 


the  suiviviii<>:  or  contiiiuiiiii;  Trustee  shall  iininediately 
execute  all  such  couveyaucesorotiier  instruments  as  may 
be  lit  or  exi)e(lient  for  tlie  ])uri)ose  of  assurin<i:  the  le<;al 
estate  in  the  premises  Jointly  with  himself  to  the  Tiiistee 
so  a])i)ointe(} ;  ami  tliat  u])on  the  death,  resi<ination  or 
removal  of  any  Trustee,  or  any  api)ointment  in  his  ])lace 
ini)ursiuinceof  thesejnesents,  all  his  powers  and  authori- 
ties by  virtue  hereof  shall  cease,  and  all  the  estate,  rijiht, 
title  and  interest  in  tlie  said  premises  of  any  Trustee  so 
dyini;-,  resi«>nin<i',  or  being"  removed,  shall,  if  there  be  a 
co-Tiustee  surviving'  or  continuing  in  office,  wholly  cease 
and  determine,  but  the  said  Trustee  so  resigning  or  being 
removed  shall,  <m  the  written  request  of  the  new  Trustee 
who  may  be  appointed,  immediately  execute  a  deed  or 
deeds  of  conveyance  to  vest  in  such  new  Tiustee  Jointly 
with  the  continuing  Trustee,  ami  upon  the  trusts  lierein 
expressed,  all  the  ])roperty.  i-ights  and  franchises  whi<'h 
may  be  at  that  time  held  upon  the  said  trusts.  Or  in 
case  it  shall  hereafter  at  any  time  prove  impracticable, 
after  reasonable  exertions  to  ap])oint  in  the  manner  here- 
inbefoi-e  provided,  a  successor  in  any  vacancy  which  may 
have  hai)i)ene(l  in  said  trust,  or  in  case  the  trust  shall 
become  wholly  vacant,  api)lication  on  behalf  of  all  the 
holders  of  the  Bonds  secured  hereby  may  be  made  by  the 
surviving  or  continuing  Trustee,  or  if  the  trust  be  wholly 
vacant,  b}'  the  application  of  the  holdeis  of  the  said 
Bonds  to  the  aggregate  amount  of  One  hundred  thousand 
dollars,  to  the  Couit  of  Chancery  in  the  Province  of 
Ontario,  for  the  ai)pointment  of  a  new  Trustee,  or  new 
Trustees. 

Seveni/t. — It  is  hereby  declared  ami  agreed  that  any  of 
the  Cou])on  Bonds,  tlie  issue  whereof  is  by  these  presents 
secured,  may  at  the  option  of  the  holder  thereof  be  con- 
verted into  or  exchanged  for  a  like  amount  of  Registered 
Bonds,  thf  issue  wherof  is  hereby  secured ;  And  it  is  also 
further  agreed,  that  the  holders  of  the  Registered  Bonds 
secured  by  these  presents,  may  from  time  to  time  transfer 


66 


tlie  same  on  tlie  books  of  tlie  Company,  and  that  new 
Registered  Bonds  maybe  issued  in  tlie  place  and  stead 
of  those  suirendejed  for  cancelment  on  such  transfer,  and 
that  this  mortgage  shall  enure  to  the  beneiit  and  security 
of  the  holders  of  such  new  bstituted  Bonds,  which  may 
be  issued  on  such  transfei  and  canc»>]ment.  And  said 
Board  of  Directois  in  its  discretion, ■^it  any  tim(>  and  from 
time  to  time,  may  allow  tlieconveision  or  reconversion  of 
Registered  Bonds  into  Coupon  Bonds,  by  surrender  and 
exehang<%  at  tlie  request  of  the  holders  of  such  Registered 
B(mds,  and  such  substituted  Bonds  shall  be  secured  by 
these  ])resents  in  like  manner  as  the  Registered  Bonds  -^o 
surrendenxl. 

Eii/hth. — And  it  is  hereby  furthei-  declared  and  agreed 
that  at  any  time  all  or  any  ])art  of  the  said  Bonds,  whether 
registei-ed  or  couixin,  at  the  oj)tion  of  the  holder  thereof, 
sliall  Ix'  made  by  said  Com])any  Sterling  ]5onds.  ])ayable 
in  Sterling  money  of  (ireat  Biitain.  at  the  i-ate  (»f  T\v(» 
hundred  })ounds  Sterling  for  each  Bond,  and  seven 
j)ounds  Sterling  foi-  each  lialf-year's  interest  or  c(»U])on  ; 
and  such  Sterling  Bonds  siiall  be  made  payable  in  Lon- 
don. England,  or  in  the  (Mty  of  New  York,  as  sucli  holder 
shall  then  elect ;  and  such  Sterling  Bonds  shall  beheld 
to  be  secured  by  these  })iesents.  and  issued  thereundei-, 
and  to  carry  and  to  be  entitled  to  all  privih^ges  of  convei-- 
sion  or  otluMwise.  as  fully  as  the  original  Bonds  issued, 
or  intended  to  be  issued,  payable  in  lawful  money  of  the 
Dominion  of  Canada.  And  the  said  Com])any  may.  by 
resohition  of  the  ]5oai(l  of  Directors,  from  time  to  time, 
establish  offices  in  New  York  an<l  London  respectively 
for  the  transfer  of  i-egistered  Bonds,  and  foi*  converting 
Bonds  into  Sterling  Bonds  as  above. 

Ninf/i.  And  the  said  Canada  Southern  Railway  Com- 
]>any  heicby  covei-ants  and  agrees  to  and  with  the  said 
])arties  of  the  secc.nd  ])art.  and  tlieir  successors  and  sur- 
vivor, f(»i'  tile  benefit  and  ill  tr  ist  foi- tlie  holders  of  all 


67 


the  said  Bonds,  tliat  said  C<)r.i])any  sliall  establish  a 
Sinking  Fund  adequate  for  tlie  recU'niption  at  par  of  all 
the  said  Bonds,  at  or  ])efore  the  maturity  thereof ;  and 
that  said  sinking  fund  sliall  be  preserved  and  used  for 
such  redeni])tion.  and  for  no  other  use  or  purpose  :  and 
that  said  (.Jonipany  will  ])ay  into  said  sinking  fund,  on 
or  before  the  tirst  day  of  January,  One  tlnuisand  eight 
hundred  and  seventy-five,  the  sum  of  Eighty-two  thous- 
and dollars,  and  tht^ieafter  will  pay  into  said  sinking  fund 
on  the  first  day  of  .lanuaiy  of  each  succeeding  year  the 
several  sum  heiein  written  after  such  year,  that  is  to  say, 
in  the  year  1876,  s87,(iO(>;  in  1877.  s93. (»(»<»  ;  in  1878, 
!?1()(».(>(»(| :  in  1879,  sl(>7,(MMi:  in  1880.  sn4.()(K»:  in  1881, 
sl22.(l(M>;  in  1882.  !i^131.(t"0  ;  in  1883.  sl4(>.< »(»<):  in  1884, 
slAo.OdO:  in  1885.  sljo,  m>;  in  188(5.  ^172.(KH);  in  1887, 
s]84.(i(>(»;  in  1888,  s]'.H>.(hk>  :  in  1880.  s2lo.(>0(i :  in  181)0. 
,S22:),(H)(>;  in  1891.  s241,0(i();  in  1892.  *: :^.>7. ( >< )( > ;  in  18i)3, 
*275.(K)(i:  in  1894.  29r),0(K»;  in  189;-).  sSin.ooo;  in  1896, 
.s837.(i(>(»:  in  1897.  o361,(Mt(»:  in  1898.  386.000:  in  1899, 
s413,oo();  in  19oo.  .s442.ooo:  in  1901.  s473.ooo :  in  1902, 
;5.")0().000 :  in  1903.  s,-)42,o(»0:  in  1904.  s."")8o,ooo  :  in  1905, 
S620.000  :  in  1906.  s684,ooo;  and  that  on  tlie  tirst  day  of 
January,  in  the  ^ear  One  thousaml  eight  hundred  and 
seventy-five,  and  yearly  thereafter,  said  Company  shall 
])ay  and  Jipply  <>ut  of  said  sinking  fund,  tlie  several  sum 
so  then  res])ectively  a]>])i'o))riated  as  al)ove.  for  said 
siidving  fund,  to  the  ])ayment  and  redem])tion  of  said 
Bonds  to  tile  like  amount  at  par:  tiiat  tlie  ])aiticular 
Bonds  so  to  be  redeemed  shall  be  deteiiuined  in  every 
case  by  l(»t.  ca>t  or  drawn  at  som  >  time  in  the  month  of 
Xoveml)er  next  jirevious  to  such  redem))tion,  by  some 
disinterested  pcrsini  or  ])ersoiis  a]>])oiiited  by  tlie  Com- 
pany ;  and  the  result  of  such  lot.  designating  and  speci- 
fying the  jtarticular  Bonds  to  be  redeemed,  shall  be  pub- 
lished in  the  cities  of  New  York,  and  London,  England, 
by  adv«'rtisement  in  a  daily  news])a])er  of  each  of  said 
(•ities  at  least  thirty  lays  before  the  day  of  redemption  ; 
and  that  all  Bonds  so  redeemed  and  all  coupons  thereof. 


68 


sliall  be  (*an(;eled  by  the  Couii)any  in  tbe  presence  of  the 
Trustees,  who  sliall  keep  a  list  thereof.  No  interest  shall 
accrue  on  any  Bond  so  desi<i:nated  for  redemption,  after 
it  theieby  has  become  paj'able,  and  the  Company  shall 
be  ready  to  pay  the  same. 

In  witness  whereof.  And  in  i)ursuance  of  a  resolution 
of  its  Board  of  Directors,  passed  on  the  fifteenth  day  of 
Decenil)er,  One  thousand  eight  hundred  and  seventy,  the 
par^y  of  the  iirst  part  has  caused  its  corporate  seal  to  be 
affixed  to  these  pr<'sents,  at  Fort  Erie,  in  the  Province  of 
Ontario,  Dominion  of  Canada,  and  the  same  to  be  attested 
by  ihe  signatures  of  its  President  and  Secretary,  and  the 
said  ])arties  of  the  second  i)art  have  hereunto  set  their 
respective  hands  and  seals  to  testify  tlu'li-  acceptance  of 
the  said  trust,  the  day  and  year  first  above  written  ;  and 
these  presents  are  executed  in  nine  parts  for  the  piirpose 
of  registration  in  the  several  counties  above  mentioned. 

Signed,  sealed  and  delivered.  / 
in  presence  of  \ 

President. 

Secretary. 

Tr'tstees. 


\ 


University  of  Toronto 
Library 


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